Chinese owners have dominated ordering activity at Chinese shipyards, accounting for over 65% of them, with foreign-based owners scaling back their contracting, because of the looming uncertainties. In its latest weekly report, shipbroker Xclusiv said that “Chinese shipyards remain firmly at the center of the global newbuilding landscape, capturing the lion’s share of both bulker and tanker contracts. Out of 1,375 bulk carrier orders worldwide, 939 are placed in Chinese yards—equivalent to 68% of the total—while in tankers, 827 out of 1,203 newbuildings (69%) are Chinese-built. This dominance reflects not only China’s unmatched shipyard capacity and price competitiveness, but also the nation’s strategic focus on maintaining control over its maritime supply chains”.

Source: Xclusiv

According to Xclusiv, “within this framework, Chinese owners themselves are the most active domestic clients. They account for 377 bulker orders, led overwhelmingly by Ultramaxes (110 units) and Kamsarmaxes (130 units), which together represent nearly two-thirds of their total dry orders. The Handysize and Small Bulker categories, with 41 and 23 vessels respectively, show continued interest in coastal and regional trade efficiency, while the 18 VLOC and 29 Newcastlemax orders confirm that Chinese investors are also renewing tonnage for long-haul iron ore routes from Australia and Brazil. By contrast, the Panamax and Post-Panamax classes remain marginal, highlighting a distinct two-tier focus—smaller, flexible ships for domestic and Asian trades on one end, and massive tonnage for raw-material imports on the other. Japanese owners, long known for their conservative but quality-driven ordering behavior, also appear increasingly comfortable placing business in China. They have 96 bulkers on order in Chinese yards, dominated by Ultramaxes and Kamsarmaxes with 35 units each, followed by 16 Handysizes and 10 Newcastlemaxes. This pattern mirrors their traditional specialization in geared mid-sized bulkers, while also revealing a quiet but steady pivot toward Chinese yards as Japanese capacity remains tight and costs high. For both nations, the Ultramax/Kamsarmax corridor remains the core battlefield of competitiveness, representing roughly 470 vessels—half of all bulker newbuildings in China”.

“Turning to tankers, the landscape is equally telling. Out of the 827 tanker orders placed in Chinese yards, Chinese owners themselves are behind the 200, with activity spanning every major size. The backbone of their program lies in smaller ships—98 Small Tankers and 51 MR2s—reflecting strong demand from regional product trades and China’s expanding independent refinery network. Yet the 21 Aframax/LR2s and 15 VLCCs on order underline the ambition of Chinese energy players to strengthen their long-haul crude logistics under domestic control. Japanese orders in Chinese tanker yards are very low. They only count 13 tankers—including 5 VLCCs and 4 MR2s—suggesting a preference for top-end and globally tradable designs where delivery timing and cost advantages outweigh national yard loyalty. This is consistent with Japan’s gradual adaptation to Chinese quality standards and its recognition of China’s competitive edge in large crude carriers”, the shipbroker said.

Source: Xclusiv

Xclusiv concluded that “China’s dominance in shipbuilding—holding over two-thirds of global bulker and tanker orders—highlights its dual identity as both the world’s top builder and an increasingly influential owner base. The concentration of orders in mid-sized bulkers and product tankers reflects a pursuit of flexibility, financing efficiency, and environmental compliance. At the same time, Japanese owners are slowly acknowledging the progress made by Chinese yards, increasingly placing orders there. While Japan still defines quality and precision, China has become the driving force of global output. Together, their growing cooperation signals a new era of industrial alignment shaping the next wave of fleet renewal”.
Nikos Roussanoglou, Hellenic Shipping News Worldwide