China’s rise in the pure car and truck carrier (PCTC) market is no longer limited to its largest shipbuilding groups.

A relatively small private shipyard in China is now stepping into the construction of 5,000 CEU car carriers, highlighting how the country’s PCTC manufacturing capability is spreading beyond traditional major players.

On August 16, a 5,000 CEU PCTC designed by MARIC (China Shipbuilding & Ocean Engineering Design and Research Institute, affiliated with CSSC’s 708 Research Institute), invested by Hainan Chunlong International Shipping, and built by Jiangsu Kangping Shipbuilding & Repair Yard, officially entered the construction stage.

The project is significant not only because of the vessel itself, but because of the shipyard behind it.

Unlike major Chinese PCTC builders such as CSSC Guangzhou Shipyard International, China Merchants Jinling Shipyard, Waigaoqiao Shipbuilding and CIMC Raffles, which have already accumulated experience in large car carriers, Jiangsu Kangping is a relatively smaller private shipyard.

The yard has historically focused on bulk carriers, containerships and regional commercial vessels. Its entry into the 5,000 CEU PCTC segment reflects a broader trend:

China’s capability to build advanced car carriers is expanding from a handful of leading shipyards to a much wider industrial ecosystem.

A 5,000 CEU PCTC project that may involve two vessels

Public reports initially confirmed only that the first vessel of the project had started construction.

However, according to the latest newbuilding order data released by ro-ro shipping specialist Shippax, the Hainan Chunlong–Jiangsu Kangping project consists of:

2 × 5,000 CEU PCTCs

If confirmed, the August 16 construction milestone represents the first vessel of a two-ship series.

The vessel is a new-generation medium-sized PCTC design developed by MARIC.

Compared with larger 7,000–10,000 CEU car carriers dominating today’s newbuilding market, this ship focuses on operational flexibility.

The design features:

• Shallow draft capability for access to more ports;
• Multi-level adjustable vehicle decks;
• Flexible cargo arrangements;
• Capability to transport passenger vehicles, SUVs, new energy vehicles, heavy trucks and engineering machinery.

The vessel is also designed to comply with IMO EEDI Phase III requirements.

MARIC’s design approach reflects a changing automobile logistics market, where Chinese vehicle exports increasingly require flexible shipping solutions covering not only major deep-water ports but also regional destinations.

Jiangsu Kangping: From regional shipbuilder to ocean-going vessel builder

Calling Kangping a “small shipyard” requires some context.

Compared with China’s largest shipbuilding groups, Kangping does not have the same global recognition, production capacity or orderbook scale.

However, the company has steadily expanded its shipbuilding capability in recent years.

Founded in 2005, Kangping initially focused on ship repair and smaller vessel construction. Over time, the yard moved into larger commercial vessels.

Recent construction records show a clear increase in vessel size.

In 2024, Kangping completed the construction of the containership Zhongkun 611, measuring approximately:

• Length: 185.5 meters
• Breadth: 27.5 meters
• Gross tonnage: 20,452 tons

In 2026, the yard delivered even larger vessels, including:

• CXL66: 213 meters in length, 34,905 gross tons;
• Dingyuan Huanyu: 197 meters in length, 54,832 gross tons.

These projects demonstrate that Kangping has already developed experience in ocean-going commercial vessel construction before entering the PCTC market.

The move into car carriers therefore represents an evolution of its product portfolio rather than a sudden transition.

PCTC construction is spreading across China’s second-tier shipyards

Kangping is not the only Chinese private shipyard moving into this segment.

For many years, global PCTC construction was concentrated among a limited number of shipbuilders.

Today, that landscape is changing.

In July 2026, Yangzhou Guoyu Shipbuilding signed a contract for two 5,700 CEU PCTCs with Hainan Yanggang Hechuang Shipping.

The vessels will feature:

• 11 vehicle decks;
• Three adjustable decks;
• Approximately 48,200 square meters of vehicle deck area;
• MAN B&W 6S50ME-C main engines.

The project marks Guoyu’s entry into the PCTC market.

Meanwhile, Jiangsu Runyang Shipbuilding secured an order for four 5,700 CEU PCTCs from Zhongnan Shipping, alongside additional large tanker projects.

Together with Kangping’s 5,000 CEU project, these developments show a clear pattern:

China’s PCTC manufacturing capability is expanding from major shipbuilding groups toward a broader network of regional and private shipyards.

China already dominates global PCTC newbuilding

The expansion of smaller yards comes during an unprecedented growth cycle for car carriers.

According to AXSRoRo data, among the 276 PCTCs scheduled for delivery between 2023 and 2028, 219 vessels are being built by Chinese shipyards, representing approximately 79% of global deliveries.

China has become the world’s largest production base for car carriers, replacing Japan as the dominant force in this segment.

Major Chinese shipyards involved in PCTC construction include:

• Guangzhou Shipyard International;
• Waigaoqiao Shipbuilding;
• China Merchants Jinling Shipyard;
• CIMC Raffles;
• Xiamen Shipbuilding;
• Mawei Shipbuilding;
• Jiangnan Shipyard;
• Wuhu Shipyard.

The latest development is that more second-tier yards are joining this group.

China’s automobile exports are creating the demand foundation

The expansion of PCTC construction is closely linked to China’s vehicle export growth.

China’s automobile exports have surged as manufacturers expand overseas, particularly in the new energy vehicle sector.

In the first half of 2026, China exported approximately 5.096 million vehicles, representing growth of more than 65% year on year.

New energy vehicle exports reached around 2.355 million units, increasing by more than 100% compared with the previous year.

As Chinese automakers move from simply exporting vehicles to building global sales networks, demand for dedicated maritime transportation capacity is increasing.

This has encouraged new shipping companies, logistics providers and investors to enter the car carrier sector.

Hainan Chunlong International Shipping is one example of this emerging group of market participants.

The company’s investment in a 5,000 CEU PCTC project demonstrates how China’s automotive industry, shipping capital and shipbuilding sector are becoming increasingly interconnected.

The deeper story: China’s shipbuilding advantage is becoming an ecosystem

China’s shipbuilding strength is often measured by headline figures — orderbook volume, global market share and the size of individual shipyards.

But the development of Kangping’s PCTC project reveals another dimension.

The competitive advantage is increasingly coming from the depth of the industrial ecosystem.

A shipyard does not necessarily need to develop a complex vessel design completely independently.

Instead, it can rely on:

• Leading design institutes such as MARIC;
• Domestic marine equipment suppliers;
• Classification societies;
• Experienced engineering teams;
• A mature shipbuilding supply chain.

This allows more shipyards to move into higher-value vessel segments.

Building a PCTC remains technically challenging. Vehicle decks, ramp systems, ventilation, fire protection and safety requirements create significantly higher engineering demands compared with conventional bulk carriers.

Successful completion and delivery of these first projects will determine whether new entrants can establish long-term competitiveness.

However, the direction is already clear.

From large shipyards building the world’s biggest PCTCs to smaller private yards beginning construction of 5,000–5,700 CEU vessels, China’s car carrier industry is expanding both upward and outward.

The future of Chinese PCTC construction may not only belong to the country’s largest shipyards, but also to a growing group of capable private builders that are moving into increasingly sophisticated ship types.

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