A.P. Moller–Maersk（马士基）has confirmed orders for 26 containerships, each with capacity of 18,600 TEU and LNG dual-fuel propulsion, for delivery in 2029 and 2030. The Danish shipping and logistics group disclosed the orders on September 18, 2026, but did not identify the shipbuilders or contract value. Industry reports point to Chinese yards securing a substantial share of the work.
Riviera, citing shipbroking and market sources, identified Hengli Heavy Industries（恒力重工）as the likely builder of most of the vessels. Other shipping reports linked New Times Shipbuilding（新时代造船）to six additional ships following an earlier eight-vessel order. Reports have put the combined value at approximately USD 5 billion, but neither that estimate nor the allocation between yards has been confirmed by Maersk.
Together, the 26 vessels represent 483,600 TEU of carrying capacity. That figure should not be treated as an equivalent net increase in Maersk’s operating fleet: the company described the orders as part of fleet renewal, and eventual capacity will also depend on vessel replacements, disposals and charter arrangements.
Chinese yards already play a significant role in Maersk’s newbuilding program. In December 2024, the carrier announced orders for 20 liquefied-gas dual-fuel vessels, comprising eight at Yangzijiang Shipbuilding（扬子江船业）, six at New Times and six at South Korea’s Hanwha Ocean. Those ships, ranging from 9,000 to 17,000 TEU, were scheduled for delivery between 2028 and 2030. The latest reported Chinese allocation would extend an established procurement relationship.
The propulsion choice also reflects Maersk’s use of multiple fuel pathways. Alongside methanol-capable vessels, it is investing in liquefied-gas dual-fuel ships and pursuing supplies of liquefied biomethane, or bio-LNG. Dual-fuel capability provides operating flexibility, but does not by itself establish low-emission performance. Maersk assesses alternative fuels on lifecycle greenhouse-gas savings and sustainability criteria.
For Chinese shipbuilders, a confirmed allocation would add a substantial construction program for a major international customer. It would also reinforce their participation in technically demanding vessel projects involving fuel systems, propulsion integration and series delivery. The immediate evidence supports continued demand for that capability. Claims about contract profitability, pricing power or a decisive advantage over Korean competitors require information that has not yet been disclosed.
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