Vietnam’s northern deep-water port of Lach Huyen is emerging as a key strategic location for global container shipping, as both Maersk and MSC strengthen their terminal footprints in the fast-growing market. A combination of newly inaugurated facilities, government-approved megaprojects and the post-2M competitive landscape is reshaping how the two carriers position themselves across Asia.
Maersk and Hateco open deep-water HHIT terminal
In April 2025, Hateco Group and APM Terminals, part of A.P. Moller-Maersk, inaugurated the Hateco Haiphong International Container Terminal (HHIT). According to the companies’ official announcements, HHIT comprises 73 hectares of yard, 900 metres of quay, and water depths ranging from –16.8 m to –18.4 m, enabling the terminal to accommodate two ultra-large container vessels of up to 18,000 TEU simultaneously.
APM Terminals stated that the facility is designed to attract “mega-vessel services up to 18,000 TEU,” with fully automated gates, a 5G network and modern STS and RTG equipment. Vietnamese trade press emphasised the terminal’s role in supporting Hai Phong’s ambition to increase direct calls to Europe and North America.
MSC and Hai Phong Port launch joint-venture terminals 3 and 4
Just metres away from HHIT, MSC is expanding through its terminal arm, Terminal Investment Limited (TIL). In 2024, Hai Phong Port signed a joint-venture agreement with TIL to develop and operate container terminals 3 and 4 at Lach Huyen.
The Investor, a Vietnamese business publication, reported that the joint-venture formalised MSC’s entry into the port cluster’s next phase of development. In May 2025, Vietnamese port authorities confirmed the opening of the two new terminals, stating that their commissioning would increase Hai Phong Port’s total container capacity to around 3.5 million TEU per year.
While Hai Phong Port has not publicly disclosed final capacity or investment totals, WorldCargo News reported that the joint venture was valued at US$156 million. Some industry analyses have suggested higher figures, but these have not been published in official documents.
Can Gio: MSC-linked megaproject approved by Vietnamese government
MSC’s long-term strategy in Vietnam extends beyond Lach Huyen. In January 2025, Vietnam’s Prime Minister approved the investment policy for the Can Gio International Transshipment Port in Ho Chi Minh City. According to the government’s official decision, the project is proposed by Saigon Port JSC and Terminal Investment Limited (MSC).
Government documents state that the port will cover approximately 571 hectares, eventually reach a capacity of 16.9 million TEU per year by 2045–2047, and be capable of handling 24,000-TEU vessels. The approved investment policy cites required funding of around VND 50 trillion (roughly US$2 billion). The Investor and VnEconomy both note that additional capital may be mobilised as the project develops.
The Vietnamese government frames Can Gio as a future regional transshipment hub, intended to reduce reliance on Singapore for long-haul relay connections.
Read more: Gemini won’t return to Red Sea, Maersk might
Maersk and Hateco pursue second major port project in central Vietnam
Maersk’s infrastructure push is not limited to the north. In late 2025, Vietnamese authorities approved the investment proposal for the Lien Chiêu deep-sea container port in Da Nang.
According to official sources, the project will be developed by a consortium led by Hateco Group and APM Terminals, with an estimated investment of US$1.76–1.8 billion. The port is designed to handle up to 5.7 million TEU annually at full build-out and will be developed in phases through to 2036. Eight container berths are planned, with a total quay length of roughly 2.7 km.
Local authorities describe Lien Chiêu as a future logistics hub for central Vietnam, complementing the country’s northern and southern deep-water ports.
Post-2M era sharpens competitive dynamics
The renewed focus on terminals comes after the dissolution of the 2M alliance between Maersk and MSC in early 2025. Maersk has since launched its Gemini Cooperation with Hapag-Lloyd, while MSC has opted to operate independently.
The Italian logistics outlet TrasportoEuropa, which recently analysed the Vietnam market, argues that the proximity of HHIT (Maersk/Hateco) and the MSC–TIL terminals at Lach Huyen reflects “an increasingly direct confrontation” between the two carriers. The publication also reported on a meeting in November 2025 between Maersk CEO Vincent Clerc and Vietnamese officials, though no official government communication on this meeting has been published in English.
Vietnam’s rising importance in global container networks
Vietnam handled more than 22 million TEU in 2024 according to several industry estimates, although national throughput figures vary by source. The government notes that ports such as Cai Mep–Thi Vai have already exceeded their original design capacity, underscoring the need for continued investment in deep-water terminals.
The expansion of HHIT, the commissioning of MSC-linked terminals 3 and 4, and the approval of large new port projects in Ho Chi Minh City and Da Nang demonstrate how rapidly the country is positioning itself as a direct gateway to Europe and the United States.
