Recent shipping-market analysis shows that China continues to dominate global dry-bulk fleet growth, reports Safety4sea.
In 2025, Chinese buyers have acquired more dry-bulk vessels than any other nation, outperforming traditional maritime powers and reinforcing their position as the leading force in second-hand sales and purchases.
Greece follows as the second-largest buyer, although Greek acquisitions appear more selective and strategic compared with China’s broad, fast-paced expansion.
A complex reshuffle in global vessel ownership
The global sales-and-purchase market reveals an interesting redistribution of fleet ownership. Greek sellers top the list of disposals, followed closely by Japanese and Chinese sellers. At the same time, a large number of vessels are being purchased by undisclosed buyers — a mix of private investors, trading companies, and non-traditional maritime players entering the sector.
New buying power is also emerging in Southeast Asia, with Vietnam and other regional markets steadily increasing their presence in dry-bulk ownership. This evolving landscape suggests a diversification of the global fleet beyond long-established maritime nations.
Greek owners: strategic fleet renewal
Greek owners are not pursuing aggressive expansion; instead, they are optimizing and modernizing their fleets. Most of their recent acquisitions fall in the Handy, Ultramax, and Kamsarmax categories — vessels that offer operational flexibility and competitive fuel efficiency.
The age profile of these acquisitions is predominantly within the 6–15-year range, striking a balance between cost efficiency and remaining operational life.
On the disposal side, Greeks are offloading older Supramax and Panamax units, many between 15 and 25 years old. This “fleet cleanup” approach reduces operating costs, aligns with environmental pressures, and makes room for younger or more efficient vessels.
Market backdrop: strong Chinese demand and limited newbuilding supply
China’s continued appetite for raw materials — especially iron ore — remains a core driver of dry-bulk demand. This import strength supports both freight markets and second-hand vessel values.
At the same time, newbuilding orderbooks for most bulk carrier classes are limited. Shipyards are operating at tight capacity, and delivery slots for newbuildings are scarce or expensive. As a result, shipowners are turning to the second-hand market, where vessels can be deployed immediately and often at more attractive prices.
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Source: Safety4sea
