Chinese Shipbuilding Dominates: 55% of Global Orders by Tonnage in 2025
Chinese shipyards captured approximately 55% of global new shipbuilding orders by gross tonnage in 2025, dominating bulk carrier and containership segments while pushing into high-value LNG carrier and cruise ship construction.
- Order book dominance and yard capacity
- Moving upmarket to high-value vessels
- Green shipping transition opportunity
- Strategic and military dimensions
Order book dominance and yard capacity#
Chinese shipyards secured approximately 55% of global new shipbuilding orders by gross tonnage in 2025, surpassing South Korea at 25% and Japan at 15%. CSSC, the world largest shipbuilder, alone holds an order book valued at over $60 billion. The combined capacity of Chinese yards exceeds 20 million compensated gross tonnes annually. Chinese dominance is most pronounced in bulk carriers and containerships, where standardised designs and competitive pricing deliver the most compelling value proposition for ship owners.
Moving upmarket to high-value vessels#
Chinese yards have made significant inroads into high-value segments traditionally dominated by South Korean builders. CSSC Hudong-Zhonghua yard has delivered LNG carriers with Mark III membrane containment systems, breaking the Korean near-monopoly on these $250-300 million vessels. China first domestically built large cruise ship was delivered in 2023, with additional orders following. The upmarket push mirrors the broader pattern of Chinese industrial upgrading, moving from commodity manufacturing toward technology-intensive production that captures higher margins and strategic capabilities.
Green shipping transition opportunity#
The maritime industry transition to alternative fuels creates a massive order cycle as existing fleets require replacement with methanol, ammonia, and hydrogen-capable vessels. Chinese yards are aggressively positioning for this transition, offering dual-fuel containerships and LNG-powered bulk carriers at 15-25% below Korean pricing. The transition timeline, with IMO regulations driving fleet renewal over the next two decades, provides structural demand that will sustain Chinese shipbuilding volumes. Chinese manufacturers of marine engines are also developing domestically designed alternative fuel powertrains.
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Strategic and military dimensions#
Shipbuilding capacity is inherently dual-use, with commercial yards capable of producing military vessels during periods of strategic need. China massive commercial shipbuilding capacity provides surge capability that exceeds any potential adversary, a fact noted by Western naval strategists. CSSC yards produce both commercial vessels and PLAN warships, with civilian order books cross-subsidising military construction capabilities. The strategic dimension adds complexity to trade policy considerations, as shipbuilding subsidies serve both industrial and national security objectives.
People also ask
What percentage of ships are built in China?
Chinese shipyards secured approximately 55% of global new shipbuilding orders by gross tonnage in 2025, dominating bulk carriers and containerships while expanding into LNG carriers and cruise ships.
Is Chinese shipbuilding cheaper than Korean?
Yes, Chinese shipyards typically price vessels 15-25% below Korean equivalents in comparable segments, with the largest advantages in standardised bulk carriers and containerships.
Can Chinese yards build LNG carriers?
Yes, CSSC Hudong-Zhonghua yard has delivered LNG carriers with advanced membrane containment systems, breaking the previous Korean near-monopoly on these high-value $250-300 million vessels.
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