The surge in new container ship orders placed at Chinese shipyards is not driven by expectations of global trade growth. Instead, it reflects how carriers are preparing for a long-term fragmented world.

According to Linerlytica, container ship orders reached a record 5.08 million TEU in 2025, with 72% of that volume contracted in China — an all-time high. This is not a cyclical upswing, but a strategic shift.

The experience of the pandemic and recent geopolitical conflicts has exposed the vulnerability of highly optimized global supply chains. The industry is moving away from pure efficiency toward resilience, even at the cost of higher operating expenses. Carriers are no longer betting on a full normalization of routes such as the Suez Canal and are planning for the permanent use of alternative corridors.

The current orderbook already equals 31–32% of the active global fleet, the highest level since 2010. Traditional market analysis views this as a risk of overcapacity and potential freight rate pressure through the end of the decade. However, shipping lines increasingly see newbuilds as buffer capacity for a world with parallel and partially disconnected trade systems.

A structural transformation is underway. A single global network is being replaced by a segmented fleet — serving different trade blocs, sanction-compatible and non-compatible flows, and divergent regulatory and environmental regimes. The dominance of dual-fuel vessels (LNG, methanol) reflects not only decarbonization goals, but also the need to operate across fragmented regulatory frameworks.

The concentration of orders in China is strengthening mutual dependence. South Korea and Japan currently offer no comparable alternatives in terms of scale, pricing, or delivery capacity. Despite ongoing discussions about “decoupling,” Western carriers remain dependent on Chinese shipbuilding. Some lines are accelerating orders to hedge against potential future restrictions on access to Chinese yards, while strong current profitability allows contracts to be secured in advance.

Conclusion: carriers are not building fleets for a return to the old globalization model. They are investing in the infrastructure of a new trade order — defined by redundancy, parallel networks, and strategic flexibility rather than maximum efficiency.

Discussions around a possible sale of Zim are facing increasing opposition, particularly regarding the option of acquisition by Hapag-Lloyd. Worker representatives cite the strategic importance of Zim for the country’s trade and highlight the involvement of foreign investors among Hapag-Lloyd’s shareholders.

The process is further complicated by a special state share issued by the Israeli government in 2004 during the company’s privatization. Under its conditions:

- any buyer seeking to acquire more than 24% of shares must notify the Israeli authorities;

- acquiring over 35% requires formal approval from Israel;

- the company must remain registered in Israel;

- a majority of board members — including the chairperson and the CEO — must be Israeli citizens;

Zim must maintain a fleet of at least 11 vessels, with at least three of them being cargo ships, although the company currently has permission to operate a smaller fleet; any liquidation, merger or corporate restructuring requires written approval from the Israeli government, unless the special share remains active.

For reference, the major shareholders of Hapag-Lloyd include private and state-affiliated investors from Germany, Chile, Qatar and Saudi Arabia.

The Arxan road checkpoint, located in Hinggan League in Inner Mongolia (Northern China) on the border with Mongolia, has officially moved to year-round operations. Previously, it functioned only eight months a year.

With this change, Arxan becomes the fourth year-round international land checkpoint in Inner Mongolia. It is considered one of the most convenient and accessible border crossings connecting China and Mongolia.

China’s digital yuan (e-CNY) is already being used in international transactions, enabling cross-border payments in seconds without relying on SWIFT, said Boris Titov, Chairman of the Russian–Chinese Committee of Peace, Friendship and Development.

According to him, while the platform is currently accessible mainly to government agencies and banks, a number of accredited companies have already begun offering digital-yuan payment services to businesses. The Committee plans to provide Russian entrepreneurs with guidance on how to use e-CNY for secure and efficient cross-border settlements.

Commenting on the digital ruble, Titov noted that its rollout is “slightly behind” the Chinese timeline but is now “close to launch.”

The Suez Canal is officially making waves again ?

After months of decline due to regional tensions, October marked the best month in two years for vessel transits through the canal. The Suez Canal Authority (SCA) reported a 10% rise in total tonnage between July and October, with more than 4,400 ships passing through — including 229 returning vessels last month alone.

To keep the momentum going, SCA Chairman Admiral Ossama Rabiee met with representatives from 20 major shipping companies to discuss the latest developments in the Red Sea and Bab el-Mandeb. His message? “We’re open — and ready to welcome you back.” ?

Among the highlights:

- CMA CGM has begun trial voyages with 17,000+ TEU ships and plans to increase traffic through the canal.

- MSC expects a swift return of southbound vessels soon.

- Evergreen and COSCO both confirmed readiness to resume full operations once conditions stabilize.

However, as Inchcape Shipping Agency noted, high marine insurance costs remain a key obstacle delaying some carriers’ return.

Still, optimism is rising — and the Suez Canal appears ready to reclaim its role as a vital artery for global trade.