What BYD’s massive new ship reveals about its business

Once upon a time, back in 1995, BYD was a little-known battery maker. Today, it is the world’s largest electric vehicle producer after surpassing Tesla in global sales in 2024. This rise reflects a relentless focus on automation and vertical integration. It controls every part of its supply chain. It makes its own batteries, with features unmatched in the industry, even mining raw materials like lithium. Its factories are robotic wonders that run about 97% on their own, building a never-ending stream of cars better than Western equivalents at lower price points. And it also transports its own cars across the world with its own fleet of ships specially designed to carry automobiles.  

The latest is also the biggest ship of its kind on the planet: The BYD Shenzhen, which just sailed to Brazil on its first assignment. This colossal ship was designed to carry just wheeled cargo, what is technically called a roll-on/roll-off (Ro-Ro) vessel. Unlike typical container ships, where vehicles are packed into boxes and containers, Ro-Ro ships allow cars to be driven directly onto decks via ramps, making loading and unloading faster. They are way more efficient to operate than regular transport ships because each minute shaved from loading and unloading translates into big financial savings for the company.

As BYD’s general manager, Wang Junbao, pointed out at the Shenzhen’s delivery ceremony, “Its efficient loading system and advanced protective technologies for stable and low-carbon logistics will be pivotal to [the company’s] globalization strategy.”

What’s so special about BYD’s ship?

At 721-feet long—nearly twice the length of a soccer field—the Shenzhen is the largest car carrier by capacity, holding 9,200 vehicles across 16 decks. 

According to the company, the ship’s design prioritizes efficiency and sustainability. It uses liquefied natural gas (LNG) dual-fuel engines, which burn LNG, a cleaner alternative to traditional marine diesel. LNG cuts sulfur oxide emissions by 99% and nitrogen oxides by 85%, aligning with stricter environmental regulations in markets like Europe. The Shenzhen also features anti-fouling paint, a coating that reduces drag by preventing marine organisms from sticking to the hull, improving fuel efficiency by up to 8%. It also employs shaft generators, devices that convert excess engine power into electricity, reducing reliance on polluting diesel generators. While BYD hasn’t fully detailed its proprietary box-type battery packs onboard, their inclusion hints at efforts to electrify auxiliary systems, further lowering emissions.

Why BYD built this giant

BYD’s decision to invest in ships stems from its explosive growth. The company sold about 455,000 vehicles in 2019, surging to approximately 740,000 units in 2021 and more than doubling in 2022 to 1.9 million. This growth strained existing logistics networks. Knowing where it’s heading, BYD announced it would invest $687 million to build its own seven-ship Ro-Ro fleet. Third-party shipping costs were skyrocketing, with daily charter rates hitting $150,000 per vessel in 2024. For context, leasing a single ship for a month could cost $4.5 million. The company estimates that per-vehicle shipping expenses drop 30% to 40% with its own fleet, saving up to $1.4 billion annually.

“BYD plans to deploy seven car carriers over the next two years to address the shortage of shipping capacity for automobile exports,” Wang Chuanfu, the company’s founder and chairman, said last year. It has three more to go, including Shenzhen‘s twin, the BYD Changsha, which will be launched soon. No doubt the company will need it. Overseas shipments surged 124% year over year to 133,361 vehicles in Q1 2025, and the company is set to export 800,000 vehicles across the world this year. Such exponential growth—which analysts believe will continue in the double digits for years to come—is why the company plans to make even more vessels. By 2026, BYD’s seven-ship fleet aims to move more than one million vehicles yearly (or 83,300 per month, equivalent to nine Shenzhen trips). That’s one car shipped every 30 seconds, if you want an even more impressive figure.

BYD is not the only company that does this, even while it has the biggest ship for now. Its strategy mirrors a broader shift among Chinese automakers. SAIC Motor, China’s second-largest automaker, operates 31 ships through its logistics arm, Anji Logistics, including the 7,600-vehicle SAIC Anji Sincerity. Unlike BYD, SAIC transports cars for multiple brands, including its rivals. But BYD’s fleet will be reserved mainly for its own vehicles, out of pure necessity.

Globally, Hyundai Glovis—Hyundai’s logistics subsidiary—manages 60 ships and has just ordered a dozen 10,800-vehicle LNG-powered carriers. While larger, Glovis serves third parties like Toyota and Volkswagen. Legacy automakers rely on partnerships with shipping firms, a model BYD avoids, seeking instead to control every aspect of the production chain (the technology, the level of automation, the quality, and the price) to crush the competition. It’s hard to imagine the beleaguered Tesla or any other Western manufacturer matching this kind of vertical integration. The massive BYD Shenzhen is yet another reminder that the race for EV supremacy may already have a winner.

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