Zhonggu Spreads Its Wings to Meet Manufacturing Shift

Why It Matters

The shift enables Zhonggu to capture emerging regional trade flows and improve slot economics, positioning it ahead of competitors as supply chains move beyond China.

Key Takeaways

• Zhonggu orders six 6,000 TEU vessels, two optional
• Shift targets intra‑Asia routes as Chinese production relocates
• Mid‑size ships suit ports with draught and crane limits
• 6,000 TEU market supply‑demand gap favors new builds
• Testing routes to Vietnam, Red Sea, India before 2028

Pulse Analysis

China’s manufacturing realignment is reshaping container traffic patterns, pushing coastal carriers to look beyond domestic lanes. Zhonggu Logistics is capitalising on this trend by expanding its fleet with 6,000 TEU vessels that bridge the gap between large feeders and ultra‑large ships. These vessels provide the agility needed for short‑sea trades, allowing multiple port calls in regions where draught, berth and crane capacities limit the deployment of 10,000‑plus‑TEU ships. By targeting emerging hubs in Southeast Asia, the Indian subcontinent and the Middle East, Zhonggu is positioning itself to serve the new supply‑chain footprints of its local customers.

The choice of 6,000 TEU ships reflects a nuanced understanding of operational economics. Compared with mega‑vessels, they deliver lower slot costs while maintaining economies of scale superior to traditional feeders. This size also mitigates the risk of under‑utilisation that plagues larger ships on volatile routes, offering more stable load factors across diverse trade lanes. Clarksons data underscores the strategic timing: new‑builds in this segment constitute just 1% of the global fleet, creating a scarcity that can translate into premium charter rates and stronger bargaining power for operators like Zhonggu.

Looking ahead, Zhonggu’s phased approach—testing routes with retrofitted vessels before the 2028 delivery of purpose‑built ships—provides valuable market intelligence and de‑risking. As intra‑Asia trade volumes grow, the carrier’s enhanced flexibility could accelerate its climb from the 35th‑largest liner operator toward a more prominent position. Competitors focused on hub‑and‑spoke models may find it harder to match Zhonggu’s cost‑effective service on niche ports, potentially reshaping the competitive dynamics of regional container shipping.

Zhonggu spreads its wings to meet manufacturing shift

By Alison Koo · 16 February 2026

Zhonggu Logistics, China’s largest coastal container carrier, expects to diversify more into intra‑Asia shipping as Chinese manufacturing shifts to other locations, especially within Asia.

This has resulted in some volumes moving away from inland waterways to intra‑Asia routes and, as a result, Zhonggu is switching to mid‑sized vessels that can carry more containers.

In an investor conference, Zhonggu executives explained the rationale for the company’s recent order of six 6,000 TEU ships, with Hengli Heavy Industry building four and China Merchants Shipyard (Jinling) the other two. The Hengli contract has options for two more ships, priced at $84 million each.

“Our local customers’ supply chains are moving outside of China. Now, they need to ship containers not only within China, but also internationally, so we need to follow them.”

In terms of tradelanes and ports, 6,000 TEU vessels are more flexible than those exceeding 10,000 TEU. In many regional ports, especially in South‑East Asia, the Indian subcontinent, and other emerging markets, constraints such as draught restrictions, berth capacity, and quay‑crane capacity persist.

Larger ships are more suitable to networks focused on a few hub ports, and are more sensitive to high load factors and demand fluctuations. In contrast, 6,000 TEU ships can do multiple port calls and offer better slot costs than feeder ships, making them compatible with short‑sea trades.

Zhonggu has prioritised business development in South‑East Asia, India, South Asia and the Middle East. Last year, Zhonggu began testing these markets by retrofitting older feeder vessels to launch routes to Vietnam, the Red Sea, and the Indian subcontinent.

The idea is to develop working experience on these routes before the new‑buildings are delivered in 2028.

Zhonggu is the 35th‑largest liner operator, with total capacity of 53,664 TEU from a dozen owned ships and 50 chartered vessels.

The supply‑demand picture for 6,000 TEU ships is also better than that of larger vessels. Clarksons data shows that new‑buildings in this range form just 1 % of the active fleet, compared with more than 700 % for 15,000‑18,000 TEU vessels.