Ningbo Zhoushan overtakes Singapore as China tightens grip on container port rankings

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China’s Ningbo Zhoushan Port overtook Singapore to become the world’s second busiest container port in the first half of 2026, putting Chinese gateways in the top two global positions as rising exports and terminal expansion drove container volumes higher.

Ningbo Zhoushan handled 22.90 million TEU between January and June, an increase of 8.8% from the same period last year, according to Alphaliner data reported by several shipping industry publications. Singapore processed 22.74 million TEU, up 4.7%, leaving just around 160,000 TEU separating the two ports.

Shanghai Port retained its position as the world’s largest container gateway, handling 28.74 million TEU during the six months, up 6.2% year on year.

The figures mean that the Yangtze River Delta now hosts the world’s two largest container ports by first half throughput. The result also highlights how rapidly additional Chinese export volumes are feeding into the country’s main maritime gateways.

The change in ranking is significant, but the margin between Ningbo Zhoushan and Singapore remains narrow enough for the positions to change again.

Singapore’s 22.74 million TEU represented healthy growth despite its fall to third place. Ningbo Zhoushan simply expanded at almost twice Singapore’s rate during the first six months.

Alphaliner expects competition between the two gateways to remain close as both continue investing in additional terminal capacity.

The first half figures therefore should not be treated as confirmation that Ningbo Zhoushan will finish 2026 ahead of Singapore. What they do show is the pace at which the Chinese gateway has closed the gap.

Capacity expansion has been an important part of that growth. Ningbo Zhoushan has progressively developed its container handling infrastructure and shipping connections while drawing cargo from one of the world’s largest manufacturing regions.

China’s strength extends well beyond Shanghai and Ningbo Zhoushan.

Shenzhen remained the world’s fourth largest container port in the first half, processing 18.56 million TEU, up 7.7%. Qingdao followed with 17.56 million TEU after throughput increased 7.2%.

Guangzhou handled 14.03 million TEU, while Tianjin moved into seventh position with 13 million TEU.

That gave Chinese ports six positions among the global top 10.

Overall container throughput at Chinese seaports reached a record 161.1 million TEU during the first half, according to figures cited in Alphaliner’s review, representing growth of 5.8%.

The performance came as global container trade increased 5.2% during the same period.

The concentration of capacity matters for carriers because the largest Chinese gateways combine enormous local cargo bases with extensive feeder, rail, barge and deep sea connections. Container lines can therefore consolidate substantial volumes around relatively few major hubs.

China’s export performance provides part of the explanation.

Exports increased 18.5% year on year during the first seven months of 2026 to about $2.52 trillion, while the country’s goods trade surplus reached roughly $687 billion.

Ningbo’s own trade figures underline the connection between manufacturing and port throughput.

Foreign trade handled through Ningbo reached 1.67 trillion yuan during the first seven months, according to Ningbo Customs. Exports increased 8.3% to approximately 1.28 trillion yuan, while imports rose 6.1% to 395.88 billion yuan.

Trade with ASEAN increased 14.4%, while trade with the European Union rose 9.2% and trade with the United States increased 5.2%.

Exports of mechanical and electrical products through Ningbo grew 9.5%. Combined exports of electric vehicles, lithium ion batteries and photovoltaic products increased 26.9% to 71.99 billion yuan.

Those figures illustrate why the Yangtze River Delta has become so important to liner shipping. Cargo is generated close to some of the world’s largest container terminals, reducing the distance between factories, logistics facilities and deep sea services.

Automation is another part of the equation.

Chinese terminals have increasingly deployed automated cranes, autonomous vehicles and digital cargo management systems to raise productivity and manage growing volumes. The ports are also supported by extensive highway, railway, inland waterway and logistics networks linking coastal terminals with manufacturing centres further inland.

The combination allows terminals to process growing container volumes without relying solely on expanding physical yard space.

The next challenge could come from southern China.

Shenzhen’s 18.56 million TEU first half throughput still leaves it more than 4 million TEU behind Singapore, but its 7.7% growth rate reflects the continued strength of the Pearl River Delta manufacturing base.

For now, the closest contest is between Ningbo Zhoushan and Singapore. With only around 160,000 TEU separating them after six months, the battle for second place remains open as both ports move into the second half of 2026.