The global containership orderbook has surpassed 1,712 vessels, totaling 13.7 million TEU, marking a significant increase in new orders.
The global containership orderbook has surged past 1,712 vessels totaling 13.7 million TEU, equivalent to more than 40 percent of the current fleet, reported London's Lloyd's List.
Chinese shipyards remain dominant, accounting for eight out of every ten ships on order, according to Linerlytica. Ten of the top 15 boxship-building yards are located in China, with the four largest builders all privately owned.
The orderbook-to-fleet ratio has reached its highest level since 2010, though it is still below the peak of more than 50 percent seen around the 2008 financial crisis. The third quarter began with a major order from Mediterranean Shipping Co, adding about 424,000 TEU to the orderbook.
MSC has reportedly contracted up to 20 LNG dual-fuelled vessels of 21,000 TEU each at China's Hengli Heavy Industry, priced at about US$206 million per unit, with deliveries scheduled for 2029-2030. The deal highlights MSC's preference for ultra-large tonnage and Hengli's rapid rise since entering the market in 2023.
Activity has also been seen in the feeder segment. Hong Kong-based EGPN placed its first containership order for two 1,900 TEU vessels at CSSC Wenchong, while China Merchants Energy Shipping will build four 1,800 TEU ships for delivery in 2028.
Brokers note that international liners and tonnage providers have recently increased contracting, supported by strong charter markets. With limited tonnage availability in 2026 and 2027, newbuilding appetite is expected to remain firm despite a summer lull.
Alphaliner has warned of overcapacity risks, with 1,000 newbuild vessels totaling 8.5 million TEU due to enter service in 2027-2028. The consultancy stated that this is more than four times the usual capacity added in such a period, cautioning that unless demand grows strongly, demolition accelerates, and slow steaming expands, severe overcapacity is likely.
A wider return of shipping lines to the Suez Canal could release substantial fleet capacity due to shorter sailing distances, potentially tipping freight and charter markets into stress. Alphaliner indicated that such a scenario would dent demand and asset values, particularly for larger vessels.
