Portfolio update September 2025
A weak month for the portfolio, but with three deep dives published, plenty to think about.
The shipyard industry is cyclical and competitive. But supply has shrunk significantly while demand is picking up. Estimated reading time: 24 minutes
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1. The basics of shipbuilding
2. How shipyards make money
3. Regulatory environment
4. Supply & demand for shipyard capacity
5. Shipbuilding industry map
5.1. South Korea
5.2. China
5.3. Japan
5.4. India
5.5. Other countries
6. Conclusion
Shipbuilding is a simple business. Buy a piece of land next to the sea or the banks of a river. Then set up workshops, equipment and manpower to construct vessels.
Here is an illustration of how a typical shipyard might look like, using Hyundai’s Mipo shipyard in Ulsan, South Korea, as an example:
Production of parts takes place in workshops, and final assembly is then done in either dry docks (on land) or floating docks (in water). Large cranes move parts between each section.
Here are the key steps of the process of building a vessel, most of which are mentioned in the picture above:
The amount of work needed to build a ship is usually measured as compensated gross tonnage (“CGT”). You calculate the CGT by taking the cubic feet of the ship’s internal value and then adjusting that number with a coefficient based on the additional workload required to build a particular ship.
For example, the internal spaces of a passenger ship are far more complex than those of a dry bulk carrier, and their coefficients will therefore differ. Any unit of CGT will be roughly the same in terms of the workload needed to be done by the shipyard.
Deadweight tonnage (“DWT”) is a completely different metric. It instead measures what weight in tonnes a vessel can carry.
Here are the main types of ships that are typically built by shipyards:
Cruise ships, ferries, yachts and motor- or sailboats are included in the passenger boat- or passenger ship category. The general cargo category includes containerships and so-called break bulk ships such as roll-on-roll-off (for passenger vehicles), reefer vessels (refrigerated for transport of fruits, etc.), livestock vessels, etc. In the bulk cargo category, you’ll find dry bulk ships used for commodities such as coal, iron ore etc., and tankers used for the transport of crude oil, LNG, etc.
The complexity of construction between these ships differs greatly:
Since shipyards need to be close to water, they will be located along the shorelines in locations with greater water depth.
Today, most commercial shipyards are assembled in the Eastern part of the world. The major shipbuilders today are China, Korea & Japan, as rising labour costs have made shipyards elsewhere uncompetitive. European companies still dominate the cruise ship and yacht industries, as those tend to be complex to build.
State-owned shipyards tend to get a greater share of defence contracts. But they’re generally also worse run and often stupid about returns on capital. Private shipyards dominate the construction of higher-end, more technologically advanced vessels.
And then there’s a question of new builds vs repairs. Some shipyards focus only on new builds. Others are also engaged in the repair or upgrading of existing vessels. Finally, there’s the ship-breaking industry, which involves disassembling vessels by individuals who have experience working with hazardous materials.
In this post, I’ll focus almost exclusively on the commercial new-build market.
Shipyards take orders from customers such as shipping lines that want to expand capacity. If a shipyard has the capacity, it then proceeds to build the ships according to specifications.
Ships are typically priced on a cost+ basis, with EBITDA margins of 5-10%. Here are the average EBITDA margins for shipbuilding companies between 2001 and 2015. They’ve trended lower over time due to competition from China. The below chart also shows the cyclicality of the industry, with cycles lasting up to a decade or more.
Ships are usually priced in US Dollars. The major expenses for a shipyard are raw materials and labour, in that order. In East Asia, the cost of labour is typically around 20-30% of the total manufacturing costs of a ship. This means that:
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