Mega-hub era wanes as carriers disperse global connectivity
Global container shipping is undergoing a structural shift away from traditional mega-hubs such as Singapore, Port Klang, Tanjung Pelepas, Shanghai, and Ningbo. According to SeaIntelligence’s analysis of UNCTAD’s Port Liner Shipping Connectivity Index (PLSCI), what began as temporary rerouting due to disruptions in the Red Sea and Middle East has now become a long-term network strategy. Shipping lines are increasingly distributing cargo through secondary regional ports rather than concentrating it at a few major transshipment hubs. Ports such as Djibouti, Khor Fakkan, Jeddah, Ennore, Pipavav, Visakhapatnam, and Haiphong have seen strong growth in connectivity as carriers seek more flexible and resilient supply chains. The trend is also being reinforced by the “China+1” manufacturing strategy, which is shifting production and logistics flows across Asia. While some traditional hubs are losing connectivity, selected regional gateways that support cross-border supply chains are gaining importance. SeaIntelligence concludes that this is not a temporary response to crises but a permanent recalibration of global shipping networks, with carriers favoring a more decentralized and diversified routing structure.
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Key container lines have pulled most ships from Middle East Gulf
Major global container shipping lines have largely withdrawn their vessels from the Middle East Gulf (MEG) after the partial reopening of the Strait of Hormuz. The number of containerships in the region has fallen significantly, from 138 vessels (470,000 TEU) during the height of the crisis to 80 vessels (170,000 TEU), including 24 operated by major global carriers. Rather than suspending services, shipping companies have restructured their networks by using intra-MEG feeder services, road transport, and regional hub ports to keep cargo moving. Despite ongoing security risks, carriers continue to serve the Middle East Gulf through revised logistics networks, highlighting the region’s strategic importance for global trade.
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Alternative fuel vessel orders fall as large containership demand cools
Orders for alternative-fuel vessels fell 12% in the first half of 2026, from 155 to 137 ships, mainly due to weaker demand for large dual-fuel containerships. LNG remained the preferred alternative fuel, accounting for 73 new orders. Dual-fuel LPG carriers saw strong growth, with orders rising from 15 to 55 vessels. Deliveries remained robust, including 61 LNG-fuelled and 38 methanol-fuelled ships entering service. Exmar received the world’s first ocean-going dual-fuel ammonia vessel, marking progress toward commercial ammonia-powered shipping. Although alternative-fuel orders have declined, the trend reflects a shift toward smaller feeder and regional vessels rather than a reduced commitment to decarbonization. Large containership orders have slowed, and only about 25% of containerships ordered in 2026 are dual-fuel, compared with 60% in the first half of 2025.
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