The global container shipping industry is witnessing a growing race among leading carriers to secure strategic port and terminal assets, as shipping lines increasingly view terminal infrastructure as critical to network reliability, capacity utilisation and long-term resilience.
CMA CGM and Red Sea Gateway Terminal (RSGT) have signed definitive agreements to jointly develop and operate Terminal 4 at Jeddah Islamic Port in Saudi Arabia. The project involves an initial investment of USD 434 million and is expected to add up to 2.6 million TEUs of annual container-handling capacity.
The new terminal will feature deep-water berths and 10 new ship-to-shore (STS) cranes capable of handling some of the world’s largest containerships.
CMA CGM Chairman and CEO Rodolphe Saadé said investment in modern port infrastructure has become a strategic priority as global trade undergoes significant transformation.
“As global trade is being reshaped, investing in modern port infrastructure has become a strategic priority to strengthen our network, enhance reliability, and build long-term resilience,” Saadé said.
The Jeddah investment is part of CMA CGM’s broader strategy to expand its presence across the global terminal sector. The French carrier invested USD 2.5 billion in 2025 to expand its portfolio to 66 terminals across 40 countries.
Meanwhile, Hapag-Lloyd has agreed to acquire a 25% stake in APM Terminals Maasvlakte II in Rotterdam. The terminal is a key hub for the Gemini Cooperation and is expected to offer capacity of around 5.4 million TEUs following its planned expansion.
Maersk is also strengthening its position in terminal infrastructure. Its terminal business delivered record results in 2025, while terminal EBIT reached USD 458 million in the second quarter of 2026.
Maersk CEO Vincent Clerc has highlighted that the value of individual terminal assets increasingly lies in the wider network they form and the critical infrastructure that enables carriers to connect and manage those assets reliably.
The commercial rationale for greater carrier involvement in terminals is also becoming increasingly compelling. According to Sea-Intelligence estimates, persistent vessel delays are currently absorbing around 5% of global deep-sea container capacity, equivalent to approximately 1.7 million TEUs.
As liner operators continue to order and deploy larger vessels, nominal fleet capacity alone is no longer sufficient to guarantee reliable services. The efficiency of ports and terminals is becoming equally important in determining how much of that capacity can actually be converted into dependable cargo-moving capability.
The industry is therefore moving towards a model in which ships provide capacity at sea, while terminals provide the infrastructure needed to unlock that capacity.
With CMA CGM, Maersk and Hapag-Lloyd increasing their exposure to strategic terminal assets, port infrastructure is emerging as a key battleground in the next phase of global liner competition.