Global shipping carriers are aggressively expanding their control beyond the ports, a strategic pivot underscored by CMA CGM’s completed acquisition of Freightliner UK’s multimodal business on February 3, 2026. According to the SeaRates Blog, this move signals a significant shift for maritime operators from a traditional port-to-port focus to a more integrated approach that includes inland rail and terminal operations. The strategy is designed to give carriers like CMA CGM greater control over capacity, reduce reliance on third-party operators, and ultimately improve the reliability of end-to-end services for shippers navigating volatile international trade markets and congested ports.
This push for vertical integration, however, is drawing increased regulatory attention in the United States. While carriers argue that controlling more of the supply chain leads to efficiencies, concerns are growing about the potential for anti-competitive practices. The U.S. Federal Maritime Commission (FMC) has launched an investigation into whether ocean carriers are unlawfully preventing truckers and shippers from choosing their own chassis providers, as reported by Jaguar Freight on February 2, 2026. The probe addresses long-standing complaints that such restrictions could violate the Shipping Act. Forcing shippers and their trucking partners to use carrier-selected chassis can create bottlenecks and increase costs, negatively impacting supply chain fluidity. The investigation highlights a fundamental tension in the freight industry: while carriers pursue integration to create seamless, reliable networks, regulators are stepping in to ensure that this consolidation of power does not stifle competition and choice for the shippers who depend on these services.
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