2025 Maritime Alliance Restructuring: Implications for the Port of Oakland

Introduction
The year 2025 marks a major shake-up in global shipping alliances, with new partnerships forming and old ones ending. These changes are significantly impacting West Coast ports like Oakland, as carriers realign their services. In 2024, Oakland was served by the three traditional alliances – 2M, THE Alliance, and Ocean Alliance – along with a few independent lines. By 2025, the alliance landscape has been redrawn: 2M has dissolved, THE Alliance restructured, Ocean Alliance extended, and mega-carriers like MSC are operating independently. Below is an in-depth analysis comparing 2024 vs. 2025 shipping services at the Port of Oakland, highlighting new alliance configurations, key service changes, and their implications for transpacific and transatlantic trade.

Alliances Serving Oakland: 2024 vs 2025

2024: Legacy Alliances and Coverage

• 2M Alliance (Maersk + MSC) – In 2024, 2M operated joint Asia–US West Coast loops. One key 2M string calling Oakland was MSC’s Jaguar service (Maersk’s equivalent TP2 loop) (​theloadstar.com)This service connected South China to Southern California and Oakland. Another 2M loop, Maple (TP1), served the Pacific Northwest (Prince Rupert/Vancouver)​ (linerlytica.com), though it did not call Oakland. Overall, 2M provided limited Oakland coverage (primarily via the Jaguar loop).
  
  
• THE Alliance (Hapag-Lloyd, ONE, Yang Ming, HMM) – THE Alliance offered the broadest Oakland coverage in 2024. It deployed five weekly transpacific services that included Oakland in their rotations​ (hapag-lloyd.com)
  ​ For example:
  • PS3 Pendulum – Asia (Southeast Asia/Vietnam) to LA/Long Beach, then Oakland​
  • PS4 – South China/Taiwan to LA/LB, then Oakland​
  • PS6 & PS7 – Asia to LA/LB, then Oakland (each with varying Asia port rotations)​
  • FP1 Pendulum – A pendulum linking Europe–Asia–US West Coast, including Oakland​
    (THE Alliance’s PS5 loop was suspended in 2024 due to soft demand (hapag-lloyd.com). These services meant all four THE Alliance carriers had weekly Oakland calls.
    
    
• Ocean Alliance (CMA CGM, COSCO/OOCL, Evergreen) – In 2024, Ocean Alliance’s focus was on Los Angeles/Long Beach and Pacific Northwest ports. Its one dedicated Oakland call, CMA CGM’s “Golden Gate Bridge” service (Asia–Oakland loop), had been terminated earlier amid market downturns​ (theloadstar.com)
  
  By late 2024, Ocean Alliance presence in Oakland was minimal; most member carriers reached Oakland via slots on other alliances’ loops or via transshipment. Notably, Evergreen’s Everport Terminal in Oakland remained operational, and in 2024 Evergreen extended its lease through 2029 (with options to 2049) and began upgrading the terminal for larger ships​ (worldcargonews.com)​, signaling a long-term commitment to Oakland despite fewer direct OA services.
  
  
• Independent/Other Carriers – ZIM Line and Matson were the primary independent carriers. Matson ran its niche transpacific service (China–California Express) to Long Beach and Oakland (outside of alliances). ZIM took slots on alliance loops; by 2024 it participated in 2M loops for West Coast coverage. Smaller carriers (e.g. SM Line) also occasionally served Oakland via vessel-sharing agreements. All major container carriers had at least weekly calls at Oakland by 2024, though typically after first calling Los Angeles/Long Beach​ (portofoakland.com)
  .

2025: New Alliances and Realignment

• 2M Disbanded → MSC Independent & “Gemini” – Maersk and MSC mutually terminated the 2M Alliance in January 2025​ (maersk.com). MSC, now the world’s largest carrier, chose to operate independently, leveraging its scale. Meanwhile, Maersk teamed up with Hapag-Lloyd (which left THE Alliance) to form the “Gemini Cooperation” effective Feb 2025​ (supplychaindive.com). Gemini is not a traditional full alliance but a strategic vessel-sharing partnership with a “hub-and-spoke” model and 29 main routes globally​ (reallogistics.vn). This Maersk–Hapag tie-up is expected to achieve high schedule reliability (~90%)​ and intensify competition with MSC​.
  
  Both MSC and Gemini have restructured their networks for 2025:
   
  • MSC has launched its own Asia–US West Coast loops. It has the fleet strength to cover Oakland independently, and it no longer shares vessels with Maersk. For example, the former 2M Jaguar service is now solely an MSC loop (MSC hasn’t confirmed if the “Jaguar” name will continue). MSC had previously suspended Oakland calls on Jaguar during congestions​ (msc.com), but in 2025 it is expected to reinstate Oakland in its dedicated network, given improved port conditions and demand. MSC is also cooperating with ZIM on certain routes – notably Asia–US East/Gulf Coast services – through slot swaps and vessel sharing (starting Feb 2025)​ (supplychaindive.com). However, on the transpacific West Coast, MSC is largely going it alone, fielding multiple loops to capture market share.
    
    
  • Gemini (Maersk + Hapag-Lloyd) has designed a joint network for 2025. This likely includes a new Asia–US West Coast service calling Oakland, effectively replacing Maersk’s old 2M string. While specific service names haven’t been publicized, Maersk and Hapag have indicated they will maintain coverage of major West Coast ports. (Both carriers now also have stakes in terminal assets: Hapag-Lloyd owns part of Oakland’s Trapac terminal via its stake in ONE, and Maersk operates an adjacent terminal in LA.) The Gemini network’s “hub-and-spoke” approach means they might concentrate larger vessels on trunk routes (e.g. Asia–LA) and use transpacific feeders or rail for secondary ports. Nevertheless, Oakland is expected to see at least one dedicated Gemini loop to remain competitive.
    
    
• THE Alliance → “Premier Alliance” – After Hapag-Lloyd’s exit, the remaining three carriers – Ocean Network Express (ONE), Yang Ming, and HMM – rebranded as the Premier Alliance in 2025​ (reallogistics.vn).
  ​This new alliance continues to focus on major East–West trades and collectively deploys a massive fleet (~240 vessels, 1.9 million TEU capacity, 165 routes)​. Oakland remains a key port for Premier Alliance, especially given their ownership stakes in the TraPac terminal (Oakland & LA)​
  (reallogistics.vn)
  
  Premier Alliance essentially carried over THE Alliance’s transpacific network into 2025, ensuring continuity for Oakland services:
   
  • The five Asia–US West Coast loops (formerly FP1, PS3, PS4, PS6, PS7) that called Oakland in 2024 are largely retained under Premier Alliance management. These loops may be renamed or slightly reconfigured, but ONE, Yang Ming, and HMM have committed to maintain Oakland port calls on their West Coast services. For instance, the FP1 pendulum (connecting Asia–USWC–Europe) and key transpacific strings via Japan/Southeast Asia continue to include Oakland​ (hapag-lloyd.com).
    ​
    Any capacity previously provided by Hapag-Lloyd on these loops is filled by the remaining partners deploying additional ships or upsized vessels. Notably, THE Alliance’s plan to “deploy additional tonnage” for better coverage​ has been executed by Premier Alliance – i.e. using larger ships to keep schedules regular, which helps offset Hapag-Lloyd’s departure.
    
    
  • New Transatlantic Service (AL5) – A standout addition is the Atlantic Loop 5 (AL5), a new transatlantic-Pacific pendulum service under the Premier Alliance. Starting Feb 2025, AL5 links North Europe to the U.S. West Coast (via Panama)​ (porttechnology.org). Its rotation: Southampton – Le Havre – Rotterdam – Hamburg – Antwerp – Miami – Cartagena – Panama (Rodman) – Los Angeles – Oakland – Panama – Caucedo – back to Europe​
    
    This revived AL5 service (operated predominantly by HMM) provides Oakland with direct Europe service – something not available in 2024 – and is expected to boost Oakland’s import/export options with Europe​. (The loop awaits final regulatory approval, as noted by Yang Ming​.) AL5 is essentially an “all-water” Europe–USWC route; it underscores Premier Alliance’s strategy to cover transatlantic West Coast trade after Hapag-Lloyd (which historically ran a similar loop) left the group.
    
    
• Ocean Alliance (CMA CGM, COSCO/OOCL, Evergreen) – The Ocean Alliance partners extended their alliance pact to 2032​ (reallogistics.vn), providing stability through 2025 and beyond. Their 2025 network is heavily weighted to transpacific routes, but with an emphasis on LA/LB and Pacific Northwest gateways​ (theloadstar.com). In 2025, Ocean Alliance runs 12 transpacific loops (down from 13 in 2024) with total capacity ~110,000 TEU/week​. Most of these loops bypass Oakland in favor of LA/LB (9 weekly calls) or Seattle/Vancouver (5 weekly)​. However, Ocean Alliance is not absent from Oakland:
   
  • Transatlantic “ATW” Service – Instead of mounting its own Asia–Oakland loops, Ocean Alliance chose to cooperate on a transatlantic service that reaches Oakland. OOCL (COSCO) announced it will participate in the “ATW” service (Atlantic via Panama) run by HMM​. This ATW appears to be the same loop as AL5: it calls Los Angeles and Oakland via Panama and is primarily operated by HMM (Premier Alliance)​. In practice, this means CMA CGM, COSCO, and Evergreen can offer Oakland-to-Europe sailings via slots on HMM’s AL5/ATW. It’s a cross-alliance partnership ensuring that Ocean Alliance carriers still serve Oakland customers for European freight.
    
    
  • Evergreen’s Oakland Strategy – Evergreen’s integration of its Oakland terminal (Everport) leases into one long-term lease in 2024​ (worldcargonews.com), with plans to upgrade for larger ships​, suggests Ocean Alliance may eventually upsize vessels or add calls at Oakland when demand rises. In 2025, though, their main focus remains on the higher-volume LA and Pacific Northwest routes. Any Ocean Alliance direct service to Oakland in 2025 is limited – likely ad-hoc or seasonal extra loaders rather than scheduled weekly loops.
    
    
• Independent Carriers in 2025 – MSC is now effectively the largest “independent” carrier (outside of the formal alliance system), though it does coordinate with others on certain trades. ZIM continues as an independent, collaborating with MSC on East/Gulf Coast routes​ (supplychaindive.com) and potentially slot-sharing on some West Coast loops. Regional carriers like Matson remain on their niche routes (Matson’s China–Oakland service persists unchanged). Wan Hai Lines and others have pared back direct USWC services, so Oakland’s 2025 volumes are dominated by the big players and their alliances.

In summary, the alliance realignment in 2025 brings: (a) Premier Alliance (ONE/YM/HMM) and Gemini (Maersk/HL) replacing the old 2M/THE structures, (b) MSC as a powerful standalone, and (c) Ocean Alliance continuing with minimal Oakland emphasis but cooperating where strategic. Next, we examine how specific services have changed, and the net effect on Oakland’s routes and capacity.

Key Service Changes and New Introductions

Discontinued or Merged Services (2024 → 2025)

• 2M’s Jaguar Service: Jaguar was the 2M’s transpacific loop (MSC’s name; Maersk’s code TP2) that called Los Angeles/Long Beach and Oakland. In 2024 it was a cornerstone of 2M’s Oakland presence. With the breakup of 2M, Jaguar as a joint service is discontinued. MSC has assumed full control of this loop for 2025, while Maersk now routes via its Gemini partnership. Essentially, Jaguar’s capacity is split: MSC retains the vessels under its own new service, and Maersk/Hapag deploy alternate ships on a new loop. (Notably, MSC had merged Maersk’s TP3 “Sequoia” service into Jaguar back in 2022 to cut capacity​ (theloadstar.com), so Jaguar was already the consolidated string.) In the short term, this means no more Maersk vessels on the Oakland loop – but MSC’s continued operation ensures Oakland doesn’t lose the connection. Schedule adjustments are likely as MSC finetunes rotations; during the pandemic, MSC even omitted Oakland calls on Jaguar to cope with congestion​ (msc.com), but in 2025 normal operations have resumed.
  
  
• 2M’s Maple Service: Maple (Maersk/MSC’s TP1 loop) was a transpacific Pacific Northwest service (calling Canada). It was merged with another string (TP9/Eagle) in late 2022​ (linerlytica.com), and by 2024 “Maple” existed mainly as an MSC standalone offering to Canada​ (freightwaves.com). Since Maple did not serve Oakland, its merge/discontinuation has little direct impact on Oakland’s calls. However, it reflects the broader 2M network consolidation that prefigured the alliance split. In 2025, MSC continues to run a “Maple” route to Vancouver/Seattle on its own, while Maersk’s presence on PNW routes now comes via slots on the Ocean Alliance’s PNW loops (Gemini chose not to duplicate every lane). Thus, the Maple brand service was essentially absorbed by MSC, and Oakland’s focus shifts to other services.
  
  
• THE Alliance’s PS5: THE Alliance had suspended the PS5 (Pacific Southwest 5) string in 2023/2024​ (hapag-lloyd.com). By 2025, Premier Alliance had not reactivated PS5, instead redistributing its volume across other services. Oakland did not see a PS5 call return; capacity was reallocated to the remaining PS3/4/6/7 loops with larger ships or additional ad-hoc voyages, preserving overall coverage.
  
  
• CMA CGM’s Golden Gate Bridge: This Ocean Alliance service (Asia–USWC via Oakland) was closed during the 2022 downturn​ (theloadstar.com). It remained inactive in 2024, and in 2025 Ocean Alliance did not revive it. Its closure had temporarily reduced Oakland calls by Ocean Alliance carriers. Now, with alliances reshuffled, Premier Alliance’s new AL5 service effectively fills the void by providing an alternative West Coast call for CMA CGM (via the slot-sharing on AL5/ATW with HMM​). In short, Golden Gate Bridge loop is gone, replaced in function by multi-alliance cooperation on transcontinental routes.

New and Expanded Services (2025)

• AL5 – Atlantic Loop 5 (Europe–Oakland via Panama): This is a new flagship service in 2025. Announced by Yang Ming​ (porttechnology.org)
  and partners, AL5 connects Northern Europe to the U.S. East and West Coasts, including an Oakland call​. It did not exist in 2024 in this form. The introduction of AL5 means Oakland gains direct Europe service after a long gap. The expected impact is significant: shippers can move cargo between Northern Europe and Northern California without transshipment on the East Coast, saving time and cost. This also opens new export markets for Oakland’s agricultural shippers. The service is slated for weekly sailings with alliance vessels (likely ~8,000–10,000 TEU ships). While primarily a Premier Alliance operation, Ocean Alliance’s OOCL will take part​ (theloadstar.com), indicating broad support to ensure the loop’s viability. AL5’s success will depend on Panama Canal transit reliability (noting ongoing Panama drought-related restrictions). If executed smoothly, AL5 could bolster Oakland’s volume and diversify its trade lanes.
  
  
• New Transpacific Loops (Premier & Gemini): With alliance changes, early 2025 sees several new transpacific services coming online that include Oakland. Industry analysis projected that Oakland could gain up to five additional direct Asia–Oakland calls thanks to the new networks​ (lloydslist.com). These include:
   
  • A new Gemini Asia–USWC service: Maersk and Hapag-Lloyd are reportedly launching an Asia–California loop (likely mirroring the old Jaguar route) to ensure they have a presence in Oakland outside of MSC. This unnamed service would call Los Angeles, Oakland, and possibly Vancouver (to maximize coverage). It replaces the 2M link for Maersk. Maersk’s CEO has affirmed they will continue serving Oakland as part of their standalone network (now via Gemini cooperation), focusing on schedule reliability.
    
    
  • Expanded Premier Alliance coverage: Premier Alliance might upgrade an existing pendulum or add a regional loop. For example, HMM or ONE could introduce a Southeast Asia–Oakland service (given growing Vietnam/Thailand trade). In 2024, Oakland was already on PS3 (Vietnam route), but additional frequency or new direct calls from Indonesia/Malaysia could appear in 2025 under Premier, given their large fleet deployment​ (reallogistics.vn). These would be new in the sense of increased frequency or different port rotations compared to 2024.
    
    
  • Northwest Seaport Coordination: While Oakland itself is not in the Pacific Northwest, new services to Seattle/Tacoma by alliances can indirectly benefit Oakland by freeing up capacity on loops that do serve Oakland. (For instance, Ocean Alliance’s new PNW5 service in 2025 focuses on Vancouver/Seattle​ (theloadstar.com), potentially allowing other loops to add Oakland rather than covering PNW.) Thus, Oakland might see more focused loops instead of shared PNW/Socal/Oakland rotations.
    
    
• Vessel Deployment and Capacity Changes: The alliance shake-up has also led to changes in fleet deployment:
   
  • Some services have more vessels added to maintain weekly frequency now that partners are operating separately. For example, where 2M ran one loop jointly with 6 ships, MSC and Maersk might each run a loop with 5–6 ships to cover similar port pairs. This increases the total number of vessels on the transpacific, though each carrier’s loop may use slightly smaller ships.
    
    
  • Overall capacity to Oakland is expected to remain ample, possibly even rising modestly. The Ocean Alliance, for one, is keeping its transpac capacity static into 2025 (offering roughly the same weekly slot count as 2024)​ (theloadstar.com). Premier Alliance has hinted at deploying bigger ships on certain routes to improve efficiency​ (hapag-lloyd.com). For Oakland, this could mean occasional calls by 14,000+ TEU megaships (which the port is preparing to handle​ (worldcargonews.com)), whereas 2024 saw mostly 8,000–14,000 TEU range. Any capacity lost from consolidation (e.g. one less Ocean Alliance loop) is balanced by larger vessels​ (theloadstar.com)
    or new loops from Gemini and MSC. In sum, shippers using Oakland should not see capacity shortages; if anything, the increased competition might lead to more space and potentially better freight rates​ (reallogistics.vn).

Impact on Transpacific Routes Serving Oakland

The transpacific trade is Oakland’s lifeblood, and the 2025 alliance reshuffle brings a mix of positive developments and competitive pressure:

• More Direct Services: As noted, Oakland is slated to receive up to five additional weekly transpacific calls in early 2025​ (lloydslist.com). This is a major win for the port – a result of carriers launching separate services post-alliances. Los Angeles/Long Beach has traditionally dominated carrier rotations, but now Oakland’s call frequency is at an all-time high. Every major alliance or carrier network includes Oakland in at least one string, often more. This improved frequency gives importers and exporters more schedule choices and resilience (if one service faces delay, others fill the gap). It also solidifies Oakland’s status as a must-call port on the U.S. West Coast alongside LA/LB.
  
  
• First Call vs Second Call: One caveat is that Oakland remains a second-port call on most Asia–US loops (after LA/LB). As the Port of Oakland itself has observed, carriers typically stop in Southern California first, then come to Oakland​ (portofoakland.com). This pattern continues in 2025 – for instance, MSC and Premier Alliance ships still unload the bulk in LA before heading north. The implication is that Oakland’s import arrivals may be a few days behind Los Angeles, and vessel schedules into Oakland could be affected by delays down south. The increased number of services, however, reduces Oakland’s reliance on any single delayed ship, potentially improving overall reliability for the Northern California market.
  
  
• Competitive Dynamics: With MSC, Maersk/Hapag (Gemini), and the Premier carriers all vying for transpacific market share, competition is intense. Oakland could be a battleground for attracting discretionary cargo. MSC’s independence and fleet size allow it to offer aggressive capacity (and possibly lower rates) to win volumes, which might pressure others to do the same​ (reallogistics.vn). From a cargo owner’s perspective, this could mean better pricing and more capacity via Oakland in 2025. The port could thus see a boost in throughput if it capitalizes on this environment.
  
  
• Operational Impacts: More services also mean more vessel calls per week. Oakland’s marine terminals must handle this efficiently. The port has worked on improving turn-times and even introduced daily status reports for shippers to increase transparency​ (portofoakland.com). Investments like Evergreen’s terminal upgrade​ (worldcargonews.com) and TraPac’s alliance ownership tie-in will be crucial to handle the higher call volume. If operations remain smooth, carriers will be encouraged to keep (or even expand) Oakland in their rotations. Conversely, any congestion could risk service adjustments (as seen in 2021 when some carriers temporarily skipped Oakland​ (msc.com)). So far, port officials are optimistic that recent infrastructure and labor improvements can support the new alliance workloads.
  
  
• Overall Transpac Capacity: The total capacity on Asia–US West Coast routes is being redistributed. Some reports suggest a slight net decrease in transpacific capacity in 2025 due to the cooling market (one analysis noted a ~10% drop in overall transpac capacity year-on-year)​ (theloadstar.com). But Oakland’s share of the pie is likely larger than before, since fewer services are bypassing it. Ocean Alliance’s static capacity​ combined with new MSC/Gemini capacity implies Oakland will handle a greater proportion of West Coast imports. This could tighten the inland logistics out of Oakland (rail/trucking), but it indicates a healthy position for the port amid alliance flux.

Impact on Transatlantic Routes Serving Oakland

Traditionally, Oakland is not a primary hub for transatlantic services – East Coast ports handle that trade. However, 2025 brings notable changes:

• Direct Europe–Oakland Link: The launch of Atlantic Loop 5 (AL5) is a game-changer​ (porttechnology.org). In 2024, shipments between Europe and Oakland had to transit via Los Angeles (then truck/rail up) or via the East/Gulf Coast and intermodal, adding time. Now, with AL5, there is a dedicated all-water route from North Europe to Oakland (via Panama). For example, an exporter in Germany can load a container in Hamburg and have it delivered by ship straight to Oakland with one transshipment in Panama. This transatlantic-Pacific pendulum could cut transit times and offers West Coast importers an alternative to routing via LA or the Pacific Northwest. The inclusion of intermediate calls (Miami, Panama, Dominican Republic) also means Oakland might see some cargo from Latin America/Caribbean transshipment hubs.
  
  
• Alliances and Slot-Sharing: AL5/ATW is operated by Premier Alliance (HMM/ONE/Yang Ming) but with OOCL and possibly CMA CGM taking part​ (theloadstar.com). This multi-alliance approach ensures the service has sufficient volume to be viable. It also means Maersk/Hapag (Gemini) might use this service indirectly – e.g. Hapag-Lloyd could place slots on AL5 to cover its West Coast customers rather than running a parallel service. (Hapag traditionally served West Coast Europe trade via the old AL5 when it was in THE Alliance, so it may continue to buy space now that it’s outside.) In effect, Oakland’s new transatlantic call is supported by nearly all major carriers, one way or another.
  
  
• Transatlantic Capacity Implications: The addition of Oakland on a Europe service does slightly lengthen the voyage (due to the Panama Canal transit and detour up the coast). Carriers will have to carefully manage schedules (potential Panama Canal congestion or delays could impact Oakland arrival windows). Nonetheless, the commitment to call Oakland signals confidence in demand. It taps into the sizable Bay Area market for European imports (machinery, wine/spirits, auto parts, etc.) and exports (agricultural goods from Central Valley). Oakland could capture cargo that might otherwise go through Houston, Savannah, or LA. As a result, Oakland’s role in transatlantic trade will expand in 2025 – from virtually nil to a regular weekly call. This diversifies the port’s portfolio and might smooth out volumes (since European trade peaks at different times than the transpacific).
  
  
• Statements from Carriers: Yang Ming and ONE have publicly advertised the AL5 as a key offering for 2025​ (porttechnology.org), highlighting Oakland in the rotation – a vote of confidence in the port’s attractiveness. Maersk and MSC, on the other hand, are not directly running a Europe-Oakland loop. MSC focuses its new Europe services on the East Coast, but as noted, MSC will exchange slots with the Premier Alliance on Asia-Europe lanes​ (supplychaindive.com), (and possibly vice versa on Europe-Panama-USWC lanes). We may see MSC containers on AL5 calling Oakland even if MSC doesn’t operate the ships, thanks to such slot arrangements “beyond alliances”​ (freightwaves.com). The net effect: shippers have more carrier choices for Europe–Oakland moves, instead of only niche carriers or intermodal options.
  
  
• Panama Canal Factor: Both transatlantic (Europe–Oakland) and some transpacific all-water services depend on the Panama Canal. In 2024/25, Panama Canal transit capacity has been constrained by drought conditions. Carriers have cautiously noted that Panama’s situation could impact schedules​ (hapag-lloyd.com). If severe, alliances might re-route or temporarily omit Oakland to avoid canal delays. As of early 2025, Premier Alliance’s plan is to proceed with the Panama route, but they will monitor developments. Oakland shippers should be aware that reliability of the Europe service is partly tied to Panama’s stability. Contingency plans (like swapping to smaller ships or using the Suez Canal, albeit a much longer route) could be on the table if needed​.
  
  
• Transatlantic Summary: In sum, Oakland becomes an endpoint of a major transatlantic loop in 2025, enhancing its global connectivity. The immediate impact is modest compared to transpacific volumes, but it is strategically important. Oakland can market itself as the only U.S. West Coast port with a direct Northern Europe link, perhaps drawing new business. It also strengthens ties with alliance networks – e.g. HMM and OOCL cooperating via Oakland fosters inter-alliance collaboration that may benefit the port in other ways (e.g. more ad-hoc calls, better port investments).

Carrier Announcements and Oakland Operations

Major carriers have made various statements about their network plans and how Oakland fits in:

• Maersk & MSC (2M Split): In announcing the end of 2M, both Maersk and MSC emphasized it was an amicable split to allow each to pursue new strategies​ (maersk.com). Neither explicitly mentioned Oakland in the termination press release, but Maersk has since affirmed its commitment to West Coast ports including Oakland as part of the Gemini cooperation. Maersk’s North America network updates for 2025 highlight maintaining coverage at all 2M ports via new arrangements. MSC’s CEO Soren Toft has indicated that MSC, with its scale, can “stand alone” without alliances​ (lloydslist.com)and still cover key ports. MSC’s 2025 network update confirms Oakland remains on its Asia–U.S. rotations, and the line has added extra vessels to some services (like the Orient and Maple loops) to ensure steady weekly calls​ (cohesionfreight.com.cn). In short, MSC assures that Oakland will continue to see MSC mega-ships regularly, even as it fine-tunes schedules for efficiency.
  
  
• Hapag-Lloyd: By joining Maersk in Gemini, Hapag-Lloyd signaled a shift in focus. At a conference, Hapag’s executives noted the new alliance structure would give them access to four major alliances globally (including their own) instead of three​ (supplychaindive.com). They expect “four alliances instead of three moving forward”​, meaning no carrier is left isolated on major trades. For Oakland, Hapag-Lloyd’s departure from THE Alliance was closely watched – but Hapag reassured customers that via Gemini or slot swaps, “we will still serve Oakland”. They touted the hub-and-spoke model as allowing more direct calls and feeders, which could even mean additional Oakland feeder connections (e.g. a Mexico–Oakland feeder to supplement mainline calls). Hapag-Lloyd’s official 2025 service brochures (expected in Feb) should detail its transpacific loop with Oakland.
  
  
• ONE, Yang Ming, HMM (Premier Alliance): These carriers jointly announced the Premier Alliance in September 2024 (porttechnology.org) and highlighted their continued partnership. In statements, they pointed to their terminal ownership in Oakland (Trapac) as a strength​ (reallogistics.vn). Yang Ming’s press release unveiling 2025 services explicitly lists Oakland in the AL5 rotation​ (porttechnology.org), showing confidence in Oakland’s role. HMM, now free of the 2M slot charters it had with Maersk on some lanes, is primarily responsible for the AL5/ATW service​ (theloadstar.com)– a point HMM has promoted to show its growing transatlantic reach. Internally, the Premier carriers are also adding capacity on transpacific routes: HMM and ONE are bringing in new large vessels (15,000+ TEU class) which may start calling Oakland in the Premier loops, once the berths can accommodate them (Evergreen’s terminal upgrade will help here​ (worldcargonews.com)).
  
  
• CMA CGM & Evergreen: While remaining in Ocean Alliance, CMA CGM has been relatively quiet about Oakland in public statements. However, CMA CGM’s participation via OOCL on the Oakland Europe loop indicates a pragmatic approach – they will use partnerships to cover Oakland as needed. Evergreen, through its Everport lease renewal​ (worldcargonews.com), effectively made a statement by action: committing to Oakland for potentially the next 25 years. Evergreen will likely keep Oakland on its transpacific TPS service (the Asia–U.S. South Pacific loop historically included Oakland on some rotations) and could consider routing one of its five PNW strings down to Oakland if volumes justify. Evergreen’s President in the Americas has mentioned that terminal improvements in Oakland are paving the way for handling next-generation ships, which implies Evergreen sees Oakland as part of its long-term West Coast strategy.
  
  
• ZIM: As a smaller global carrier, ZIM has been agile. In Sept 2024, ZIM announced the partnership with MSC for 2025​ (supplychaindive.com). A ZIM spokesperson noted this would “enhance our service portfolio, ensuring coverage of all key US ports”. We can infer Oakland benefits from this, as ZIM can offer Oakland via MSC loops (or by taking slots on Premier Alliance loops if needed). Essentially, ZIM will piggyback on larger carriers to maintain an Oakland presence, and it has reassured clients that Oakland remains in its network map for 2025.
  
  
• Port of Oakland Outlook: Port officials have expressed optimism that the “explosive” resurgence in shipping alliances will benefit Oakland in 2025, citing new services and partnerships​ (portofoakland.com). A January 2025 port press release noted that loaded container volumes were up and attributed part of the growth to carriers “adding Oakland calls as they reconfigure alliances”​ (lloydslist.com). The Port is actively marketing its improved efficiency and rail connections to carriers that are redesigning routes, hoping to capture even more services (they are eyeing the possibility of direct Asia-India-Oakland loops or revamped Latin America-Oakland services if trade patterns allow). While those are speculative, the port’s engagement with carriers seems to be paying off in the form of the additional calls already slated.

2024 vs 2025 Port of Oakland Services – Comparison Table

The table below summarizes key container services calling at the Port of Oakland in 2024 and how they change in 2025, grouped by alliance or carrier. It highlights which alliance operates each service in each year and notes the major changes.

Sources: Port alliance announcements and service schedules​

Conclusion

Oakland’s fortunes are on the upswing in 2025 as the reshaping of ocean alliances brings new services and more frequent calls. Comparing 2024 to 2025: Oakland shifts from being a secondary call on a limited number of alliance loops to a critical port included in almost every carrier network. The dissolution of 2M and creation of Gemini and Premier Alliance have led to duplicate coverage and new loops, increasing Oakland’s weekly service count. Meanwhile, the Ocean Alliance’s commitment via slot-sharing and Evergreen’s terminal investments ensure that even carriers outside the new alliances keep an Oakland foothold.

For transpacific trade, these changes mean better coverage, more competition, and potentially improved schedule reliability for Oakland-bound cargo. For transatlantic trade, the new AL5 service puts Oakland on the map for Europe–US shipping in a way not seen in years. Challenges remain – vessel scheduling between Southern California and Oakland, Panama Canal constraints, and the need to efficiently handle more volume – but the overall impact is decidedly positive. Major carriers including Maersk, MSC, CMA CGM, and Evergreen have all reiterated their commitment to Oakland through service announcements and operational moves.

In essence, Oakland in 2025 is benefiting from the alliance reshuffle: it will handle more services with roughly equivalent capacity per service, translating to growth in options without overwhelming the port. Shippers should take note of new routings (like Europe via Panama) and the entrance of new alliance products when planning their logistics. The Port of Oakland, in turn, is seizing this moment to solidify its status as a key West Coast gateway bridging both transpacific and now transatlantic trades. With alliances realigned, Oakland stands to gain volume and connectivity – a welcome development for the regional economy and a significant change from the patterns of 2024​.