Between the waves, China has created a world first. In 2010, China's shipbuilding completed 65.6 million DWT, newly received orders of 75.23 million DWT, and hand-held orders of 1.9590 million DWT, accounting for 43%, 54% and 41% of the world market respectively, ranking first in the world. This means that China's shipbuilding industry has surpassed South Korea and Japan in terms of total volume, ranking first in the world. This "world first", which is expected to be born sooner or later, has not caused much excitement. Because an embarrassing reality is still in front of us: although it is already the world’s number one in terms of total volume and scale, there are still many gaps between China’s shipbuilding industry and developed countries in terms of technology level and core competitiveness. Strong country. In the next five years, it will be a crucial period for China's shipbuilding industry to accelerate its transformation and upgrading and realize its transformation from large to strong. How to go from the big to the strong road of the shipbuilding industry? Where is the breakthrough? 1. How far is this step from big to strong? "The big shipbuilding country to the shipbuilding power, it seems that the word difference is a long way. Go." Sun Bo, member of the party group of CSIC. Among the three major indicators of the shipbuilding industry, the most likely to show future trends is the amount of new orders received. China’s new orders last year accounted for 54% of the world market, more than half, and it is indeed “bigâ€. But if you carefully analyze the composition of this 54%, you will find that you can't talk about "strong." In 2010, with the weakening of the international financial crisis, the international shipping market rebounded, the efficiency of bulk shipping increased, and the demand for bulk carriers in the international market increased. New orders were mainly bulk carriers. The bulk cargo ship with relatively low technical content and added value is precisely the strength of China's shipbuilding enterprises. Therefore, the new orders received by Chinese enterprises have an advantage. In the round of "shipbuilding heat" in the past few years, because bulk carriers are the most demanding ship types in the market, many shipbuilding companies in China are immersed in the current prosperity, ignoring the research and development of high-tech ships. On the contrary, Japan and South Korea and other shipbuilding powers are still insisting on the development of high-end ship varieties even during the financial crisis, and firmly grasp the market orders for high-tech ships. In addition, problems such as low labor productivity, poor supporting capacity, and relatively single business areas are also key factors that restrict China from becoming a shipbuilding power. This large but not strong situation is very detrimental to the sustainable development of the shipbuilding industry. According to experts from the Shipbuilding Industry Association, the demand for the global ship market has changed significantly since this year. From the perspective of ship type, the volume of container ships continued to rise, and the volume of large-scale and ultra-large container ships increased more rapidly; the number of special ships and offshore engineering equipment increased sharply. The global competition for new ship orders has already presented competition for technology, brand and quality. In addition, the heavy impact of the bulk cargo capacity of the bulk cargo ship and the continued sluggishness of the shipping market has caused the bulk cargo ship to plummet and most shipowners have suffered losses, making the delivery of bulk carriers more difficult. "In the future, the ship of low value-added ships will continue to be affected by market changes, and the risk will be further increased. For ships with high added value, demand will continue to rise and prices will be stable." The above experts believe that the change is currently too dependent on bulk carriers. The situation of “one big one†in order, and the comprehensive promotion of the shipbuilding industry from large to strong, is imminent. 2. Optimize and upgrade the mainstream ship type and enter the “three high†ship type At the end of April, the first 8888 box super large container ship built by Hudong Zhonghua Shipbuilding Co., Ltd. was officially named in Shanghai. The new ship, named "Oriental Beijing", has a total length of 334 meters, exceeding the length of three international standard football fields. The new diesel EFI main engine was adopted for the first time, which further improved the automation degree of the ship and saved a lot of energy in navigation. This is the largest container ship designed and built by China's shipbuilding enterprises to have completely independent intellectual property rights. "China must strive for the goal of a shipbuilding power, not only to 'revitalize' but also to 'adjust'." Yu Shichun, vice president of China Shipbuilding Industry Association, pointed out that high-tech, high value-added, energy-saving and environmentally friendly ships have gradually become the shipowner's first choice. This is the direction of China’s adjustment. In recent years, in the face of the large fluctuations in the international shipping market, China's two major shipping companies - China Shipbuilding Industry Corporation ("CSIC") and China National Shipbuilding Corporation ("CSSC") still achieved better The business performance, shipbuilding completion volume ranks in the forefront of the world, and new orders have been pushed against the trend, which is inseparable from the company's increased investment in science and technology and the continuous development of new ship types. Relevant statistics show that CSIC has undertaken a total of 69 180,000-ton Capesize bulk carriers and 69 300,000-odd super-large oil tankers in recent years. CSSC has introduced a series of 76,000-300,000 tons of crude oil vessels and 1,400-3,855 container ships and other excellent ship types with independent intellectual property rights. At the same time, the two major groups have already possessed the design and construction capacity of 13,500 boxes of ultra-large container ships, reaching the world's advanced level. Product structure optimization, on the one hand, is the optimization of the three mainstream ship types of bulk carriers, oil tankers and container ships, on the other hand, it is to enter the high-end. The “Twelfth Five-Year Plan†proposes to focus on the development of large-scale liquefied natural gas (LNG) vessels, large liquefied petroleum gas (LPG) vessels, ocean-going fishing vessels, and luxury cruise ships. Take the LNG ship, which is known as the “crown pearl of the ship industry†as an example. Because it can liquefy natural gas at minus 162 degrees Celsius, LNG ship is different from ordinary oil tankers and container ships. It is internationally recognized as high technology and difficult. High value-added "three high" ships. In the past 10 years, a few countries such as South Korea have been monopolizing the market for LNG ships, and China, as a new force, is trying to enter this field. During the “Eleventh Five-Year Plan†period, CSSC broke through the key technologies for LNG ship construction and successfully delivered five 147,000 cubic meters LNG ships, achieving zero breakthrough in the construction of Chinese LNG ships. Dalian Shipbuilding Industry Group has also completed the design and development of 220,000 cubic meters and 260,000 cubic meters of LNG ships, with the conditions for market introduction. We are constantly advancing to the high end, and Japanese and Korean companies have not stopped, and the technical advantages of their high-end ships are still obvious. Sun Bo believes that the development of high-tech, high value-added ship types must not only further increase investment in research and development, but also require shipbuilding enterprises to comprehensively change management methods and develop a modern shipbuilding model that matches them. During the “Twelfth Five-Year Plan†period, CSIC will no longer engage in large capacity investment, but must focus on improving “soft managementâ€, improve production efficiency and refined management capabilities, and fully utilize the production capacity to win “fineâ€. 3. To absorb new international standards and improve core competitiveness Recently, the ship ballast water treatment system developed by China Heavy Industry Qingdao Shuangrui Marine Environmental Engineering Co., Ltd. passed the assessment of the International Maritime Organization expert group and the recognition of China Classification Society. China and the international synchronization, the only products that have obtained dual-certification, and achieve orders. In order to adjust the balance and draft depth during the ship's navigation, it is necessary to introduce ballast water into the cabin. Harmful aquatic organisms carried during ballast water discharge can destroy the ecological balance of the receiving waters. In order to control this problem, the International Maritime Organization adopted the International Convention for the Control and Management of Ships' Ballast Water and Sediments, requiring all types of ocean-going vessels to install ballast water treatment systems no later than 2017 to bring ballast water to discharge standards. . Once the Convention enters into force, if China does not have the relevant technology and products of independent intellectual property rights, it will inevitably be subject to foreign technology and products. The successful ballast water treatment system developed by Qingdao Shuangrui means that China can compete with foreign countries at the same starting line with the technology of completely independent intellectual property rights. In recent years, under the impetus of pursuing a safer and more environmentally friendly trend, the International Maritime Organization has continuously introduced new norms and standards. During the "Twelfth Five-Year Plan" period, important new international norms and standards including the new energy efficiency design index, ballast water convention, and ship noise control will bring new challenges to the shipbuilding industry. The new standard and new standard will be a double-edged sword. If you adapt, you can improve your core competitiveness and compete with other shipbuilding powers. If you don't adapt, you will face huge cost pressures and higher technical thresholds. The "Twelfth Five-Year Plan" outlines that China's shipbuilding industry should adapt to the new international shipbuilding standards and establish an advanced shipbuilding model. As long as you participate in international market competition, you cannot circumvent new standards. To thoroughly understand international standards and improve core competitiveness is the only way for China's shipbuilding industry to become stronger. Objectively speaking, these new international norms and standards are still more demanding for most of China's shipping companies. Experts said that in order to fully meet the increasingly stringent requirements of new norms and new standards, enterprises must not only further optimize the hull line type from the technical level, reduce the weight of empty ships, use a large number of environmentally friendly power systems, etc., but also further improve the operating environment from the operational level. Increase the training of employees. "In addition to adapting to new international norms and standards, we should further raise the level of domestic standards." Sun Bo said that shipping companies should also take the initiative to put forward opinions and suggestions in order to enhance China's international voice in the field of standard setting. Contribute. 4. To develop marine engineering equipment, the key is to increase the profit level. Recently, news came from the Brazilian sea: the first 3,000-meter deep-water semi-submersible drilling platform built by Dalian Shipbuilding Heavy Industry Co., Ltd. was officially put into oil well drilling operation. The "Sea Big Mac" has a maximum working depth of 10,000 feet and can meet the requirements of working in various sea areas around the world. After the practice test, its technical performance has completely reached the design standard, which is another major breakthrough made by China in the construction of high-precision marine engineering products. Looking at the entire ocean, in addition to traditional shipbuilding, shipbuilding companies have a very broad space. Among them, marine engineering equipment is not only the closest area to shipbuilding, but also a high-tech, high value-added product. The "Twelfth Five-Year Plan" outline clearly proposes to promote the development of the marine economy and foster the development of emerging industries such as marine engineering equipment manufacturing. At the same time, it is proposed that the shipbuilding industry should accelerate the pace of independent design and construction of marine mobile drilling platforms. China Shipbuilding Heavy Industry "12th Five-Year Plan" will strive to enter the world's top 500. "The top 500 is not looking at the scale of production, but about sales." Sun Bo introduced the construction of a 300,000-ton tanker for about $100 million; and the production of a semi-submersible rig, even though it only accounts for deadweight tons. For 40,000 tons, the price can reach about 650 million US dollars. "To enter the world's top 500, it is necessary to build a shipbuilding power and develop marine engineering equipment." At present, CSIC has successfully built more than 10 self-elevating drilling platforms such as JU2000 and CJ46 with high technology content. The key technology of deepwater semi-submersible drilling platform. In recent years, CSSC has successfully delivered the 300,000-ton offshore floating production and storage vessel (FPSO) with the largest tonnage and the most advanced technology in China, making China's FPSO development and design at the world's advanced level. It should be said that China's design and manufacturing capabilities of offshore engineering equipment have certain competitiveness compared with shipbuilding powers, which will also become an important foundation for building a shipbuilding power with the help of marine engineering equipment. The prospects are good, but from the 2010 annual report released by Zhenhua Heavy Industry and other listed companies, the gross profit margin of the offshore engineering equipment business is less than 10%, which is significantly lower than the international average of 30%. Experts said that while continuously improving design and manufacturing capabilities, Chinese companies must strive to increase labor productivity, reduce costs, and improve product profitability.
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