1 Introduction
The face of new opportunities for the development of the 21st century, China State Shipbuilding Corporation made the "531" development goals, namely in 2005, 2010, into the world shipbuilding group "top five", "top three" basis, and further accelerate development, and then five years of efforts, by 2015 the world's No. 1 shipbuilding group, to promote our country become the world's No. 1 shipbuilding power.
However, we must clearly see that compared with the advanced shipbuilding countries, currently China's shipbuilding industry in terms of ship size, skill level, supporting capacity, or in terms of production efficiency, there were significant gaps still exist in the development of many difficulties and problems. Although our series the third largest ship in the world, but China's shipbuilding output and first and second gap between the large. In shipbuilding technology, many high-tech, high value-added ship types, such as large container ships, large-scale liquefied petroleum gas (LPG) ships, liquefied natural gas (LNG) ships, boats and other luxury travel is still in development stage. Targeted only do a good job for a short period of time, in several key aspects of the advanced shipbuilding countries, shorten the gap to ship construction market in the world occupy the foot, making China's shipbuilding industry are sustained and steady development of , and ultimately the world's No. 1 shipbuilding power ambitions. Moreover, today's information age, technology is wide as long as we adopt effective measures, means properly, can catch up with advanced shipbuilding companies, to shorten the gap with them. The key is that we should be able to objectively see the gap between us where we are not afraid of differences, fear of difference is that we do not know where.
Two major shipbuilding companies hardware comparison
Shipbuilding capacity of shipbuilding infrastructure is a basic protection, reflects the strength of a country's shipbuilding base. South Korea, Japan, China's major shipbuilding companies were major shipbuilding facilities in Table 1. Table 2, Table 3. (In this section, will be wider than 34 m, berth length of more than 205 m, dock length over 230 m to more conventional Panamax vessels built facility known as the major shipbuilding facilities; and width of more than 55m, longer than 300 m of the dock that To have the ability to build more facilities for giant tankers.)
According to statistics, South Korea 59.3%, 60.0% of Japan's major shipbuilding facilities have the capacity of the construction of giant oil tankers, while China accounted for only 22.6%. Hyundai Heavy Industries as the world's leading enterprises in the shipbuilding industry, 75% of its shipyard to build a giant oil tanker.
Most of Korea's major shipyards in the 20th century 7080's the building or expansion, equipment is relatively new. Hyundai, Samsung, Daewoo and so on into the shipbuilding industry consortium in the beginning to establish a clear goal, that is overtaking the world-class, create a world-class enterprise. Therefore, Korean companies are more large-scale shipbuilding facilities, and distribution-intensive; Japan is a focus on energy efficiency in the country, their duties clearly and medium-sized shipbuilding enterprises, which determines the Japanese, the proportion of medium-sized shipbuilding facilities relatively stable; look at China , since the 20th century, since the construction of a group of 90 major shipbuilding facilities, with the construction of a number of complex, technically difficult, high degree of automation of a large container ship hatch, LPG vessels, 15-ton bulk carrier. 300,000 tons class crude oil tankers and other ships with the international advanced level of construction capacity, but with South Korea, Japan is still a gap compared.
3 Comparison of shipbuilding output
According to statistics, in 2005 South Korea, Japan, China, completed three of the new ships is 9.7 million, respectively, CGT, 840 涓?CGT, 360 涓?CGT, respectively, completed the world's total accounts for 35.8%, 31.0% and 13.3%. It is predicted that completion of new ships in 2006 the world will continue to maintain a high level of volume, Korea's new ship completions will continue to lead the shipbuilding industry. Korea, Japan and China for new ships will be completed by volume share was 34.0%, 26.7% and 15.4%. Compared with previous years, China's share will be drastically increased, as shown in Table 4.
According to ISL, in 2005, South Korea, Japan, China, orders three new ships were 14.814 million CGT, 1061.0 涓?CGT and 8.925 million CGT. Compared with the previous two years, South Korea, Japan, orders fell significantly, and China's new ship orders volume continued steady growth, but the volume of orders and the ROK and Japan are still not small compared to the gap. As shown in table 5.
Table 6 Statistics of 20,002,006 for the ISL in Korea, Japan and China for holding the main ship orders. To January 1, 2006 statistics indicate that from the ship on the analysis, Korean-built tanker (including LNG ships, LPG vessels, etc.) and container ships have the clear edge, and Japan to the main bulk carriers and general cargo ships, China The ship's power distribution more uniform.
4 Comparison product structure
Shipyard's shipbuilding countries is reflected in the strength of specific types of vessels on which they built, that is, types of vessels built by the technical complexity increase reflects a national ship design, construction technology, high and low. The Government of Japan under the guidance of the shipyard, a large shipyard built large ships, medium build medium-sized shipyards ships, the establishment of a clear division of labor. Rising star of Korean and Japanese shipyards have roughly the same boat in a large shipyard built more than 70% of large vessels, while the medium-sized shipyards built ships more than 70% are medium-sized ships.
From the vessel type of view, the current South Korean tanker shipyard is the main product (including LNG ships. LPG ships, etc.) and large container ships; Japanese shipyards main products are bulk carriers and general cargo ships, and China were largely conventional construction of oil tankers, container ships and bulk carriers (Table 6).
From Korea, Japan and China Shipbuilding product complexity, such as Korea in conventional crude oil tankers, bulk carriers and container ships the lowest market share, while its LNG shipping vessels in the highest proportion of high complexity. Ships from generally reflect the complexity of the ship to amend the ratio of gross tonnage and deadweight of view (in Table 5 Statistics for 2005 to calculate a single new ship Ding), South Korea had the highest 0.48, slightly higher than the world average of 0.47, followed by Japan, was 0.36, slightly higher than China's 0.35.
In recent years, although the rapid development of China's shipbuilding industry have made remarkable achievements, but we should also see Korea and Japan compared to the advanced shipbuilding countries, there are still large gaps, mainly in the construction of its capacity and design level . To the 16 OECD Statistical Classification ship, currently our shipyard to design and build the basic capacity with only crude oil tankers, product tankers, chemical tankers, bulk carriers and container ships and other conventional ship, the refrigerator ship, large container ships, ro-ro ships, LNG ships and other ship design mainly depend on foreign countries. High-tech, high value-added vessels, such as large container ships, large LNG vessels with the ROK and Japan differ greatly from the current high value-added vessels such Korea, and Japan account for more than 70% share of the world, and our lack of 14% 0
5 Comparison of Shipbuilding Technology
Design technology, construction technology and management technology is integrated shipbuilding skills embodied in three different aspects, in recent years, South Korean experts on Korea, Japan and China Shipbuilding comprehensive technical assessment of the level of comparison, the results shown in Table 7.
As can be seen from the table design and management of technology is very weak link in China's shipyards. South Korean shipyard, compared with the Japanese shipyard, is also a big gap between these two aspects, which directly influences the efficiency of shipyard shipbuilding, which has caused the Korean shipbuilding industry attention.
6 Summary
For our shortcomings and weaknesses, for the realization of the world's No. 1 shipbuilding power in the grand goal, it is recommended:
* Focus on building a number of national shipbuilding base in support of a number of large-scale furniture are the backbone of the shipyard to become a world-class shipbuilding enterprise.
To become the world's No. 1 shipbuilding power, you must first shipbuilding capacity (in tonnage terms) as the world. States should increase financial input and support competitive large-scale shipyard to become the world's world-class shipyards, to speed up large berth (dock) based shipbuilding infrastructure investment, to achieve the geographical concentration of shipbuilding capacity, manufacturers focused for our country become the world's No. 1 shipbuilding power to create preconditions.
* Strengthening the management, learning from the advanced shipbuilding technology model to improve productivity, reduce material consumption.
According to a study by Japan's Hitachi Shipbuilding, Construction I ship VLCC, their employment in 1991 than in 1967 when the reduction of 71%, 10% and 12% came from technology methods and equipment improved, while 31% and from 1 $% management improvement and production patterns of improvement. Therefore, strengthening the management, use of advanced shipbuilding model is to improve production efficiency, an important way to reduce material consumption.
* Strengthening the capacity of ship research and design, develop high-tech ship
While China already has the world's three main ship design capability, and some even created a brand name, but the overall ship design of our forces are still weak, can not meet the needs of production development. Design level is not high, the design of products and higher cost, design cycle is long, technical reserves less, many high-tech ships can not design. Ship research, design, and increasing support, encourage high-tech research vessel, to improve the product structure. While strengthening the ability of marine computer software development, combined with business management, production processes, production equipment, the actual situation in software development or secondary development of digital technology shipbuilding.
* Accelerating the pace of shipbuilding force integration.
Speed up the integration of China's shipbuilding force the pace of change in China's shipbuilding industry in the production, marketing, procurement and R & D went their own ways on their own situation, forming several powerful business groups, and within the group of production, marketing, procurement and R & D integration. Main advantage of the shipyard should form their own products, the implementation of product focus, to facilitate the strengthening management, and explore the advanced shipbuilding mode, reducing costs and material consumption, improve labor productivity.
* Speed up the development of supporting industries upstream, downstream industries to stimulate demand for shipbuilding, give full play to the role of the shipbuilding industry linkage.
Increase the upstream ship machinery industry support and technological investment, improve the technical level of domestic marine equipment and competitiveness, improving domestic marine equipment, shipping rate, give full play to the manufacturing industry and the shipbuilding industry on the national economic development role. Meanwhile, the strong support of inland shipping and international shipping development, implementation, support and encourage "national round of the state to create" practice "cargo reservation" and "domestic products fortunes" policy, increase the demand on the shipbuilding industry pull.
* Increased government support efforts to give full play to the role of policy finance, and further increase support for the export of ships.
Looking at Korean, Japanese shipbuilding industry development experience, not without strong support from the government to develop. China's shipbuilding industry is inseparable from the development of the same policy under the government-led financial and export credit agencies support. Recommends that national export credit agencies to take appropriate measures to encourage increased localization rate of ships to improve the competitiveness of China's ship exports and increase support for large-scale infrastructure, expand the scale and intensity of the ship exports.
China's shipbuilding industry and the ROK and Japan compared to many aspects of the difference is quite large, but the gap is the space of our development, shorten the gap is our clear goals and power struggle. China's shipbuilding industry has its own advantages, but also very suitable for the development of China's national conditions and shipping industry. At present, China's shipbuilding industry has laid a big country to the shipbuilding, power forward a solid foundation, though from the distance we have still a long way to achieve the goal, the task is still arduous, but as long as we are ready to play to our strengths, to overcome the shortage, accelerate the development of In the new century, we firmly believe that we can make a difference. We have enough ability and belief that China's shipbuilding industry must be able to catch up with Korea, Japan, and eventually the world's No. 1 shipbuilding power ambitions.
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