Chinese shipbuilding industry
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Hudong Zhonghua is China's only shipbuilder accredited with LNG tanker construction and one of only 13 in the world. It has partnered by Norway's DNV GL to build the world's biggest LNG tanker.
China to Build World's Biggest LNG Tanker
BEIJING (Sputnik) – China's Hudong-Zhonghua Shipbuilding company and Norway's DNV GL accredited registrar and classification society have signed an agreement on the joint development of the world's biggest liquefied natural gas (LNG) tanker, the Chinese firm said on Wednesday in a statement.
Other similar articles. This is a significant victory for Chinese shipbuilders, with LNG carrier contracts being dominated by South Korea.
Hudong Zhonghua also scored on additional new containership orders.
China to Build World's Biggest LNG Tanker
BEIJING (Sputnik) – China's Hudong-Zhonghua Shipbuilding company and Norway's DNV GL accredited registrar and classification society have signed an agreement on the joint development of the world's biggest liquefied natural gas (LNG) tanker, the Chinese firm said on Wednesday in a statement.
Other similar articles. This is a significant victory for Chinese shipbuilders, with LNG carrier contracts being dominated by South Korea.
Hudong Zhonghua also scored on additional new containership orders.
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Hendrik_2000
Lieutenant General
China leads global shipbuilding in Q1
Via Taishang
By Zhu Lingqing | chinadaily.com.cn | Updated: 2019-04-11
Ships under construction at the Heniu Shipping Limited Company shipyard in Yunyang county, Chongqing on Dec 5, 2017. [Photo by Rao Guojun/For China Daily]
Orders for China's shipbuilding industry ranked top in the world in the first quarter of this year followed by South Korea and Italy, according to data released by British shipbuilding and marine analysis agency Clarkson Research Services.
The research shows China's cumulative order volume for the first quarter reached 2.58 million compensated gross tons or 35 vessels, securing 45 percent of the global market.
The shipbuilding order volume for South Korea totaled 1.62 million CGT, or 24 vessels, and Italy reached 780,000 CGT, or 10 vessels. The two countries account for 28 percent and 14 percent of global orders respectively.
Japan's shipbuilding order volume was ranked fourth in the world, with a global market share of 8 percent, a total of 470,000 CGT from 20 vessels.
In the January to March period, China was only exceeded by South Korea in February in terms of new shipbuilding orders.
Data shows global orders for new vessels totaled 5.73 million CGT or 196 vessels in the first quarter of this year, a 42 percent decrease compared with 9.96 million CGT in the same period last year.
When it comes to handling orders, China ranked first with 29.92 million CGT, followed by South Korea and Japan with 21.33 million and 14.18 million CGT, respectively.
In addition, among the three countries only China saw a rise in handling orders compared with February.
In 2012 China replaced South Korea as the world's top shipbuilding order holder for the first time.
Via Taishang
By Zhu Lingqing | chinadaily.com.cn | Updated: 2019-04-11
Ships under construction at the Heniu Shipping Limited Company shipyard in Yunyang county, Chongqing on Dec 5, 2017. [Photo by Rao Guojun/For China Daily]
Orders for China's shipbuilding industry ranked top in the world in the first quarter of this year followed by South Korea and Italy, according to data released by British shipbuilding and marine analysis agency Clarkson Research Services.
The research shows China's cumulative order volume for the first quarter reached 2.58 million compensated gross tons or 35 vessels, securing 45 percent of the global market.
The shipbuilding order volume for South Korea totaled 1.62 million CGT, or 24 vessels, and Italy reached 780,000 CGT, or 10 vessels. The two countries account for 28 percent and 14 percent of global orders respectively.
Japan's shipbuilding order volume was ranked fourth in the world, with a global market share of 8 percent, a total of 470,000 CGT from 20 vessels.
In the January to March period, China was only exceeded by South Korea in February in terms of new shipbuilding orders.
Data shows global orders for new vessels totaled 5.73 million CGT or 196 vessels in the first quarter of this year, a 42 percent decrease compared with 9.96 million CGT in the same period last year.
When it comes to handling orders, China ranked first with 29.92 million CGT, followed by South Korea and Japan with 21.33 million and 14.18 million CGT, respectively.
In addition, among the three countries only China saw a rise in handling orders compared with February.
In 2012 China replaced South Korea as the world's top shipbuilding order holder for the first time.
COSCO to order ten NewCastleMax bulkers over 210,000 DWT each. These will mainly serve to transfer bauxite from Guinea to China.
Cosco confirms order of 10 Newcastlemaxes
Shanghai - China Cosco Shipping has officially signed shipbuilding contracts for the construction of up to ten 210,000 dwt newcastlemax bulkers at Cosco Shipping Heavy Industry. The order, which is made up of eight firm vessels and two optional vessels, is Cosco’s first batch of Newcastlemax newbuildings
Cosco confirms order of 10 Newcastlemaxes
Shanghai - China Cosco Shipping has officially signed shipbuilding contracts for the construction of up to ten 210,000 dwt newcastlemax bulkers at Cosco Shipping Heavy Industry. The order, which is made up of eight firm vessels and two optional vessels, is Cosco’s first batch of Newcastlemax newbuildings
Lethe
Captain
The low number of ships built would translate to significant variability on a monthly or quarterly basis. Annual figures would be more useful to identify trends in the market.
Hyperwarp
Captain
CSIC-CSSC merger confirmed. This says a lot of what's happening with the global shipbuilding industry that is facing massive gluts and layoffs. This follows as Korea is trying to merge the shipbuilding arm of HHI with that of Daewoo into a super entity.
In the light of the CSIC GM Sun Bo's conviction, I believe there are also more reasons for the merger under the surface. This is a major loss of CSIC, as I see this merger more like CSSC absorbing CSIC. This is also a tale of North which is CSIC vs. South, which is CSSC. CSSC has the yards from Guangzhou to Shanghai, while CSIC has Dalian and Bohai.
CSSC has been the more successful and dominant of the two entities, and practically made the heart of the PLAN's surface fleet. The Type 055, 052B/C/D, the 054A and the 056 corvettes were all designed and originally made in CSSC yards. In addition, the Type 071, 075 and the Type 003 are made or going to be made in CSSC. The supply ships, like Type 901 and 903, are all built in CSSC yards. They also pumped out the ELINT ships, the military tugs, the sonar surveillance ships and even the Yuan Wang space tracking ships. What ships do CSSC doesn't make? In terms of commercial shipping, CSSC yards are building high end stuff like LNG carriers --- with HDZ looking to building the world's largest LNG carrier ---- and a CSSC yard built the world's first Arctic condensate and semi ice breaker tanker, the Boris Sokolov. The Boris Sokolov made an incredible journey to the Arctic Circle, then ported into the ice laden waters in Murmansk.
CSIC made the submarines, including Yuan, refitted the ex-Soviet carrier into the Liaoning, and made the first domestic Chinese carrier, the Type 002. CSIC's shipyards are Dalian are "licensed" to produce 052D and 055 in order to increase capacity and production --- only one Dalian 052D has been accepted by the PLAN so far. But the last original Dalian design was the 051C, which seemed like an aging ship in today's rapid progress.
But overall, while CSSC has been a successful SOE, CSIC has been losing tremendous amounts of money and has been suspected of deep corruption, leading to the arrest of Sun Bo. CSIC has been the model definition of an inefficient SOE that has been sucking up state funds, while CSSC has been a model of a successful SOE, the so called state champion that China wants to push forward. CSSC's ship owning or leasing arm has been robust, that its planning its own IPO.
With the downward global pressure on ship building demand, there is little room left for CSIC, with the only route being a so called merger, that in my opinion, is a de facto take over of CSIC by CSSC. The SOE champion eating up the SOE chump. This is classic SOE consolidation with the state deciding who is the winner and who is the loser.
With this coming in the light of continued PLAN modernization, the behind the doors effect can be immensely profound in untold ways.
In the light of the CSIC GM Sun Bo's conviction, I believe there are also more reasons for the merger under the surface. This is a major loss of CSIC, as I see this merger more like CSSC absorbing CSIC. This is also a tale of North which is CSIC vs. South, which is CSSC. CSSC has the yards from Guangzhou to Shanghai, while CSIC has Dalian and Bohai.
CSSC has been the more successful and dominant of the two entities, and practically made the heart of the PLAN's surface fleet. The Type 055, 052B/C/D, the 054A and the 056 corvettes were all designed and originally made in CSSC yards. In addition, the Type 071, 075 and the Type 003 are made or going to be made in CSSC. The supply ships, like Type 901 and 903, are all built in CSSC yards. They also pumped out the ELINT ships, the military tugs, the sonar surveillance ships and even the Yuan Wang space tracking ships. What ships do CSSC doesn't make? In terms of commercial shipping, CSSC yards are building high end stuff like LNG carriers --- with HDZ looking to building the world's largest LNG carrier ---- and a CSSC yard built the world's first Arctic condensate and semi ice breaker tanker, the Boris Sokolov. The Boris Sokolov made an incredible journey to the Arctic Circle, then ported into the ice laden waters in Murmansk.
CSIC made the submarines, including Yuan, refitted the ex-Soviet carrier into the Liaoning, and made the first domestic Chinese carrier, the Type 002. CSIC's shipyards are Dalian are "licensed" to produce 052D and 055 in order to increase capacity and production --- only one Dalian 052D has been accepted by the PLAN so far. But the last original Dalian design was the 051C, which seemed like an aging ship in today's rapid progress.
But overall, while CSSC has been a successful SOE, CSIC has been losing tremendous amounts of money and has been suspected of deep corruption, leading to the arrest of Sun Bo. CSIC has been the model definition of an inefficient SOE that has been sucking up state funds, while CSSC has been a model of a successful SOE, the so called state champion that China wants to push forward. CSSC's ship owning or leasing arm has been robust, that its planning its own IPO.
With the downward global pressure on ship building demand, there is little room left for CSIC, with the only route being a so called merger, that in my opinion, is a de facto take over of CSIC by CSSC. The SOE champion eating up the SOE chump. This is classic SOE consolidation with the state deciding who is the winner and who is the loser.
With this coming in the light of continued PLAN modernization, the behind the doors effect can be immensely profound in untold ways.
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