If you follow container shipping at all, you've probably noticed something interesting lately. While everyone's been watching the mega-ships get all the headlines, a quieter-and arguably more important-story has been unfolding in the feeder vessel market.
And guess who's leading the charge? Asian operators and shipowners.
The Numbers Don't Lie
Let's cut to the chase. In the first half of 2025 alone, feeder container ship orders hit 90 vessels-the highest level since the second quarter of 2022. And that was just the beginning. By the time we got to August, analysts were already tracking another 40 orders coming in the third quarter
. For context, the quarter-on-quarter increase was a staggering 230%
.
By the end of 2025, total feeder orders for the year reached 206 vessels, blowing past the 118 ordered in 2024. And 2026 isn't showing any signs of slowing down. During the first two months of 2026 alone, shipowners ordered another 102 ships with a total capacity of 665,000 TEU
.
So what's driving all this?
Three Big Reasons
1. First, the fleet is getting old. Really old. BIMCO estimates that 92% of the world's short-sea fleet is over 20 years old
- The average age of feeder vessels today is 15.5 years-compare that to just 13 years two decades ago
- And 33% of feeder capacity is now over 20 years old. That's a lot of ships that are due for retirement.
2. Second, regional trade is booming. As global supply chains reshuffle and trade frictions reshape traditional routes, intra-Asia container volumes are strengthening fast
- The "hub-and-spoke" model-where smaller feeder ships distribute cargo from major hub ports to smaller regional ports-has become the name of the game. The Gemini Alliance runs this way. The Premier Alliance will restructure its entire network into a hub-and-spoke system starting April
3. Third, larger vessels are stealing the spotlight-and the ships. Mainline carriers have been diverting smaller box ships to long-haul trades where rates are higher. That's left a serious shortage of tonnage for intra-Asia services, driving rates up and making life difficult for regional exporters
- One South Korean shipping association meeting heard that a lack of vessels had driven intra-Asia rates up fourfold from the previous year
Who's Doing All the Ordering?
Pretty much everyone, but let's name a few.
Eastern Pacific Shipping (EPS) -the Singapore-based giant-has been on a spending spree. In August 2025, the company placed an order with China's Mawei Shipyard for 12 feeders at 1,800 TEU each, with options for another six. Total deal value? Around US$680 million
That came on top of an earlier six-vessel, US$180 million order with Jinling Shipyard
OceanV Maritime, a Greek-owned container shipping arm, added two 1,900 TEU vessels from CSSC Huangpu Wenchong Shipbuilding during Posidonia week, with options for two more. The company was only set up in 2025-talk about hitting the ground running
- Ningbo Ocean Shipping (NBOSCO) ordered four 1,900 TEU ships from Wuchang Shipbuilding, with options for another two. The company budgeted US$251.28 million for the order
- Shanghai Jinjiang Shipping secured board approval to invest up to CNY 1.94 billion (about US$270 million) in four plus four 1,800 TEU feeders, aimed at strengthening its Silk Road Express services linking China with Southeast Asia
- MTT Shipping and Logistics of Malaysia followed through on its pledge to use IPO proceeds for newbuilds, ordering two 3,300 TEU ships from Wuhu Shipyard at nearly US$40 million each. These will be the largest vessels in MTT's fleet
- Dongjin Shipping, a Seoul-based feeder operator, broke new ground by placing its first-ever newbuild order with a Chinese shipyard-three 1,100 TEU vessels from Yangzijiang Shipbuilding worth about US$70 million
- Interasia Lines returned to the newbuilding market with an order for 6+2 2,900 TEU feeder vessels at Yangzijiang, a first-time partnership for the intra-Asia specialist
And we could keep going. The Danish brokerage MB Shipbrokers put it bluntly: container newbuilding activity this year is being driven by Asian owners and operators.
What This Means for Shippers
If you're moving cargo around Asia-or moving cargo from anywhere to anywhere, really-this matters to you.
More modern feeders mean more reliable schedules, better equipment availability, and tighter connections between hub ports and your final destination. Newer ships also mean lower emissions and better fuel efficiency, which matters as environmental regulations tighten year after year.
But here's the catch: these ships are going to take time to build. Most of the orders we just talked about won't be delivered until 2027, 2028, or even 2029
. In the meantime, feeder capacity on intra-Asia lanes remains tight. And if your cargo isn't planned well in advance, you could find yourself waiting.
Where XMAE Logistics Comes In
At XMAE Logistics, we've been watching this feeder revolution unfold from our home base in Xiamen-one of the busiest and most strategically positioned hub ports in all of Asia. Xiamen itself has been actively encouraging carriers to use the port as a regional transshipment hub through generous subsidies and policy support, which means more feeder connections and better service for shippers passing through.
We bring three things to the table that matter right now:
1. First, we know this network inside and out. Our team has more than a decade of experience in freight forwarding, and we're headquartered right at the crossroads of Asia's busiest trade lanes. When carriers start rolling out their new feeder routes in 2027 and beyond, we'll already have relationships in place and connections lined up.
2. Second, we don't just book space-we build solutions. With a network of over 100 overseas agents, we handle everything from ocean and air freight to customs clearance, warehousing, and break bulk shipments
- Whether your cargo needs to hop on a feeder from Xiamen to Singapore, connect from a mega-ship onto a regional shuttle, or take a completely different route, we figure out the path that makes sense for you.
3. Third, we're government-licensed and approved by IATA, FIATA, FMC, and NVOCC. That's not just alphabet soup-it means we have the credentials and compliance to move your goods across borders without unnecessary hold-ups.
The Bottom Line
The feeder shipping market is in the middle of a major transformation. Asian operators and shipowners are leading the charge, placing record orders to replace an aging fleet and meet growing regional demand. Over the next three to five years, we're going to see better ships, tighter networks, and more reliable service on intra-Asia routes.
But until those new vessels hit the water, capacity is going to stay tight. And even after they arrive, not every shipper will have easy access to the best routes and connections-unless they've got the right partner in their corner.
That's where we come in.
Need to move cargo through Asia? Let's talk. XMAE Logistics has the experience, the network, and the local know-how to make it happen.
