☰
Location: -
Size: 7864DWT
Built Year: 2004
Price: $-
Location: NW Europe.
Size: 14564DWT
Built Year: 2012
Price: $16.3M
Location: Jinling Shipyard - Nanjing JS,CHINA
Size: 13803DWT
Built Year: 2007
Price: $11.5M
Location: Yangzhou JS,CHINA
Size: 13699DWT
Built Year: 2007
Price: $11.5M
Location: Braila,ROMANIA
Size: 3200DWT
Built Year: 1998
Price: $1.65M
Location: trading china - SE Asia
Size: 16400
Built Year: 2001
Price: $10M
Location: Moerdijk (the Netherlands) and east coast United Kingdom.
Size: 5291
Built Year: 1995
Price: $2.5M
Location: Singapore
Size: 34396 DWT
Built Year: 2006
Price: $-
Global trade relies on a fleet of roughly 6,500 to 6,700 active total container ships in the world as of early 2025. Together, they offer a staggering 31.4 million TEU of space—a figure that represents a doubling of capacity over the last two decades, reflecting the unrelenting growth of international supply chains.
Your Premier Source for Quality Used Container ship for sale Worldwide
Welcome to Apsshipbrokers a comprehensive guide for purchasing used container ships. Whether you're an established Container operator expanding your fleet, a regional carrier seeking reliable container tonnage, or a charter operator entering the container market, we have a big selection of quality pre-owned container vessels ranging from 100 TEU feeder ships to 24,000 TEU mega-container carriers. Our inventory encompasses all major container ship categories, ages, and specifications to meet diverse route requirements and operational strategies across global container trades.
The used container ship market presents exceptional opportunities for buyers seeking good container vessels with documented operational histories at competitive valuations. Unlike new buildings requiring 24-36 months for delivery, used container ships offer immediate availability, enabling buyer to capture market opportunities, fulfill charter commitments, or launch new services without delay. Our portfolio includes container vessels from the world's premier shipyards in Japan, South Korea, China, and Europe, ensuring build quality, fuel efficiency, and strong residual values.
Serve short-sea routes, island connections, and river trades. Drafts of 4-6 meters and onboard cranes for cargo handling independence.
Backbone of regional container distribution. Drafts 6-8 meters. Most are geared vessels with 2-4 cranes (40-45 ton capacity).
Bridge feeder and regional mainline services. Geared and gear-less options available. Flexible for mixed port infrastructure.
Upper tier feeder tonnage. Drafts 9-11 meters. Serves intra-regional and regional mainline routes. Geared and non-geared vessels available.
Secondary mainline routes. Gear-less design optimized for fuel efficiency. Drafts 10-12 meters.
Originally Panama Canal transit (pre-expansion). Beam ~32.2 meters. Serve regional mainlines and specialized services.
Maximum size for original Panama Canal dimensions. Beam ~32.2 meters, drafts 12-13 meters. Serve trans-Pacific and cross-regional trades.
Too wide for original Panama Canal locks. Beams 40-45 meters. Major East-West routes before cascading to secondary trades.
Designed for expanded Panama Canal locks. Beam ~49 meters, draft 15.2 meters. Serve trans-Pacific and North-South trades with fuel efficiency.
Fresh-from-drydock vessels command 18-28% premium. Discounts apply for upcoming surveys:
Container ships are categorized by size: Small Feeder (under 1,000 TEU), Feeder (1,000–3,000 TEU), Sub-Panamax (3,000–5,000 TEU), Panamax (5,000–8,000 TEU), Post-Panamax (8,000–14,000 TEU), and Ultra Large Container Vessels or ULCV (14,000 TEU and above). Each category suits different trade routes and port infrastructure.
TEU stands for Twenty-foot Equivalent Unit — the standard measure of container ship capacity. One TEU equals one standard 20-foot container. It is the primary metric buyers use to assess a vessel's earning potential and suitability for a specific trade.
Most secondhand container ships on the market range from 5 to 25 years old. Vessels under 10 years command premium prices but offer longer trading life. Ships above 20 years are typically priced for scrapping or limited trade routes, and buyers should carefully evaluate remaining class life and upcoming survey costs.
The most common open registry flag states are Panama, Marshall Islands, Liberia, Bahamas, and Hong Kong. Flag choice affects crewing regulations, port state control risk, and financing options. Some buyers re-flag upon purchase to suit their operational preferences.
The most recognized class societies are Lloyd's Register (LR), Bureau Veritas (BV), DNV, American Bureau of Shipping (ABS), and ClassNK. A vessel in class with one of these societies gives buyers confidence in structural and mechanical standards. Always confirm the vessel is in class with no outstanding conditions or recommendations before proceeding.
The key surveys are the Annual Survey, Intermediate Survey (2.5 years), and Special Survey (every 5 years), which includes dry-docking. A vessel that has recently completed a Special Survey is highly attractive as it minimizes near-term capex for the buyer. Always confirm survey due dates before signing.
An underwater inspection by a diver or ROV is strongly recommended prior to purchase. It assesses the condition of the hull, propeller, rudder, sea chests, and sacrificial anodes. Any damage or fouling found can be used as a basis for price renegotiation and helps the buyer avoid post-delivery surprises.
Buyers should review the main engine make and model, running hours since last overhaul, condition of cylinder liners and pistons, turbocharger condition, and fuel injection system. Slow-speed two-stroke diesels such as MAN B&W and Wärtsilä are the most common and have strong global service networks. Request the engine logbook and maintenance records as part of due diligence.
A hatch cover ultrasonic test or chalk test checks the watertight integrity of cargo hold covers. Leaking hatch covers are a common defect and can lead to cargo damage claims. This test is essential before purchasing and any defects found should be remedied by the seller or reflected in the price.
Yes. Many secondhand sales include an ongoing time charter (TC). Buying with a charter provides immediate cash flow but the buyer inherits the charter rate, which may be below current market. Buying free of charter gives operational flexibility but means the vessel must be employed from day one. Both scenarios have pros and cons depending on the buyer's strategy.
Container ships trade on deep-sea mainline routes (Asia–Europe, Transpacific), regional feeder routes (Intra-Asia, Mediterranean, Caribbean), and niche trades (West Africa, Pacific Islands, South America). Vessel size, draft, and crane configuration largely determine which routes are commercially viable.
Reefer (refrigerated) plugs allow the ship to carry temperature-controlled cargo such as fresh produce, pharmaceuticals, and frozen goods. Vessels with higher reefer plug counts command premium freight rates and attract more cargo options. Reefer capacity is a key revenue differentiator, especially on short-sea and emerging market routes.
Yes, in certain markets. Geared vessels (those with their own cranes) can operate in ports without shore-based cargo handling equipment, opening up more trading options. Gearless vessels are typically deployed on established mainline routes with fully equipped terminals. For feeder trades in developing regions, cranes are a significant commercial advantage.
A buyer should request the following: Certificate of Registry, Class certificates and survey status, Safety Management Certificate (SMC) and Document of Compliance (DOC), Tonnage Certificate, Load Line Certificate, MARPOL certificates (IOPP, Air Pollution), Ballast Water Management Certificate, Continuous Synopsis Record (CSR), Logbooks (deck, engine, oil record), PSC inspection history, and full maintenance and repair records.
The most widely used contract is the Norwegian Saleform (NSF 2012), recognized internationally by shipbrokers and maritime lawyers. It governs the terms of inspection, deposit, delivery, and disputes. Some transactions use the BIMCO Shipsale form. Always have a qualified maritime lawyer review the MOA before signing.
Upon signing the Memorandum of Agreement (MOA), the buyer typically pays a deposit of 10% of the agreed purchase price into a mutually agreed escrow account. The remaining 90% is paid on delivery of the vessel. If the seller fails to deliver, the deposit is returned with interest. If the buyer defaults, the seller is generally entitled to retain the deposit.
A shipbroker acts as an intermediary between buyer and seller, facilitating negotiations, preparing documentation, coordinating inspections, and ensuring the transaction proceeds smoothly. Brokers typically earn a commission of 1% of the sale price per side (buyer's broker and seller's broker). Using an experienced, reputable broker reduces transaction risk significantly.
Secondhand container ship values are driven by age, size (TEU), condition, class survey status, current freight market conditions, fuel efficiency, and whether the vessel has charter employment. Valuation is typically obtained from independent shipbrokers or appraisers such as VesselsValue, Clarksons, or Baltic Exchange assessments.
Key operating expenses (OPEX) include crew wages and manning costs, maintenance and repairs, lubricating oils, insurance (P&I and H&M), management fees, port and canal dues, and dry-docking reserves. Voyage costs such as bunkers and port charges are usually borne by the charterer on a time charter. Typical OPEX for a feeder container ship ranges from USD 3,500 to USD 6,500 per day depending on size and flag.
Scrap value is calculated based on the vessel's lightweight tonnage (LWT) multiplied by the current steel scrap price per ton at the chosen demolition market (Bangladesh, India, Pakistan, Turkey). For older vessels, scrap value sets the price floor. If the secondhand market value approaches scrap value, it signals the vessel is near the end of its commercial life.
Yes. Several banks and financial institutions specialize in ship finance, including DNB, DVB, ABN AMRO, Hamburg Commercial Bank, and various Asian leasing houses. Loan-to-value (LTV) ratios typically range from 55% to 70% depending on vessel age and charter backing. A strong charter from a creditworthy counterpart significantly improves financing terms.
On delivery, the buyer and seller sign a Protocol of Delivery and Acceptance. The buyer pays the balance of the purchase price, and title transfers to the new owner. Bunkers and lubes on board are measured and paid separately. The vessel's certificates and documents are handed over, and the new owner takes operational control.
Yes. Physical inspection is standard practice and strongly advised. Buyers or their appointed surveyors board the vessel to inspect the hull, cargo holds, machinery spaces, bridge, and accommodation. Inspection is typically arranged at a convenient port of call and does not obligate the buyer to proceed. Results of the inspection can influence price negotiations.
A pre-purchase survey is conducted by an independent marine surveyor appointed by the buyer. The surveyor assesses the vessel's overall condition, checks class records, reviews machinery logs, and produces a detailed condition report. This report is a critical tool for the buyer's decision-making and any post-inspection price adjustment discussions.
We maintain the industry's most comprehensive database of used container ships, continuously updated. Our brokers provide technical assessments, inspections, negotiations, and guidance through documentation and delivery. Whether acquiring a single feeder vessel or a diversified fleet, our global network ensures access to the best opportunities.
Ready to explore our current container ship for sale inventory? Contact our specialized container brokers today for personalized guidance and exclusive listings tailored to your operational requirements and investment objectives.