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中远航运 (cosco shipping hong kong ) 拟投 8亿造 4艘巨轮

2013-7-23 8:11:39

来自：

每日经济新闻

　

时下中国航运行业哀鸿遍野，就连行业老大 *ST远洋也开始了艰难的扭亏自救行动。但就在大家 “捂紧钱袋过冬 ”之时，中远航运却抛出了大手笔的造船计划 ——公司拟投资 1.35亿美元（折合人民币 8.29亿元），建造 4艘 3.6万吨的巨轮。

　　每经记者李映泉

　　时下中国航运行业哀鸿遍野，就连行业老大 *ST远洋（ 601919，收盘价 2.81元）也开始了艰难的扭亏自救行动。但就在大家 “捂紧钱袋过冬 ”之时，中远航运（ 600428，收盘价 2.83元）却抛出了大手笔的造船计划 ——公司拟投资 1.35亿美元（折合人民币 8.29亿元），建造 4艘 3.6万吨的巨轮。

　　 总投资 1.35亿美元 /

　　中远航运公告显示，为抓住目前造船市场船价大幅下跌的有利时机，持续推进船队结构调整，公司已于 2013年 5月与南通中远川崎达成了建造 36000载重吨多用途船的意向。值得注意的是，中远航运的控股股东中远集团持有南通中远川崎 50%股份，故本次交易构成关联交易。

　　按照合同约定，每艘船的价格为 3366万美元， 4艘船共 1.35亿美元。各船的造船款均分五期支付：分别为合同签字 10%、船舶开工 10%、上船台 10%、船舶下水 10%和船舶交船 60%。交船时间分别为： 2015年交 2艘， 2016年交 2艘。

　　公司认为，南通中远川崎的技术含量、生产效率、能源消耗等均领先于业内，由于线型优化，配合高效舵、桨的节能效果，将使得同样航速下燃油消耗有所减低，有利于降低燃油成本。南通中远川崎的生产和管理优势，将有效地促进提高船舶质量，有利于公司提高船舶营运率，降低维修成本和运营成本，保障船舶及时交付。

　　同时，公司表示，本次投资的主体为公司的全资子公司中远航运（香港）。与公司本部相比，中远航运（香港）在船舶融资和经营便利性等方面都具有明显的优势。另一方面，根据目前政策，以中远航运（香港）作为境外投资主体，建造悬挂外旗的船舶，船厂将可以获得出口退税，船价也相对较低。

　　 意欲抄底造船业 /

　　根据中远航运的发展规划， 2009年至 2012年期间，公司共投资建造 34艘船舶，同时退役处理了 39艘老旧船舶。 2012年底，公司船舶的平均年龄为 12.9年，较 2009年底的 21.01年下降 38.6%；船舶载重吨计 155.89万吨，较 2009年底的 118.44万载重吨上升了 31.62%。公司认为，随着新船的陆续投入运营，公司的船队结构优化明显。

　　对于在此时投入巨资建船的目的，公司指出，一方面在于国际海运市场对特种杂货运输的需求不断增长，把握当前能源和设备市场需求快速增长的机遇；另一方面，公司认为造船价格已经处于历史较低水平，预计造船价格进一步下跌的空间不大，公司把握目前造船市场低位机遇进行反周期运作，有利于实现低成本发展船队的目标。

　　据公司测算，预计 4艘船合计年均实现净利润约为 3196万元，项目静态投资回收期 10.74年。

　　然而，根据中远航运披露的一季报显示，公司今年 1～ 3月亏损了 4507.31万元。此外，公司还预计今年 1～ 6月业绩继续亏损。

　　截至 2013年 3月 31日，公司账面上尚拥有货币资金 25.01亿元，但相比之下，公司的负债总额高达 109.93亿元。其中，包括短期借款、应付账款、应付职工薪酬在内的流动负债就有 55.09亿元。

　　就在行业遭遇寒冬、自身资金尚不充裕的情况下，中远航运依然选择掷出 1.35亿美元巨资新建船舶。对此，一位熟悉航运业的人士向记者表示，虽然象征全球干散货运市场的主要指标 BDI指数在近期快速上涨并突破 1000点，但对国内航运公司而言，运力过剩的状况始却没有得到根本转变。公司此时选择 “抄底 ”船价的行为仍有待斟酌。

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if you buy @ $2.50 for 5 lots . = $10,000

you can buy @ $0.80 -$ 0.90 for 10 Lots = $ 9000

when this ship move up @ $2.00 , you are recovery , along the way you buy and sell higher $1.20 and buy lower $1 , then keep long one to two year .

if you buying keepcorp this ship currently is to heavy to move up to $12.90 room is limted.

this ship is top 10 in china , gov china . making money ,

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中国船舶在线发布时间： 2013-7-22 17:37:20

2013年上半年船舶工业经济运行情况

2013年上半年，受全球航运、造船市场持续低迷的影响，我国船舶工业主要造船指标和经济指标继续下滑；企业交船难、接单难、融资难、盈利难等依然突出；造船面临的风险和挑战不断增大，国际竞争更加激烈。面对国际造船复杂和严峻的形势，在新一届政府的关怀下，全行业企业直面危机，坚定信心，振奋精神，以结构调整、转型升级和化解产能过剩为重点，积极破解经济运行中的矛盾和困难，努力促进经济运行的平稳健康发展。

二、经济运行中的特点
（一）高度重视船市低迷，积极采取应对之策
上半年，针对船舶市场持续低迷、企业生产经营困难加剧、产能利用率下降、造船资金普遍紧张等问题，新一届政府相关部门高度重视。工信部组织召开主要造船省市船舶研讨会，国家发改委领导到中国船协调研，财政部、商务部、全国政协经济委等部门多次召开座谈会，了解船舶工业的情况，探讨船舶工业的发展问题，共商促进船舶工业健康发展对策，极大地鼓舞了我国船舶工业企业克服当前困难，实现造船强国的信心。对我国船舶工业保持生产增长，推进结构调整，促进转型升级，发挥了重要作用。

（二）船舶市场趋于活跃、高附加值订单有所突破
上半年，我国船厂抓住全球新造船市场趋于活跃的契机，积极开拓市场， 1～ 6月承接新船订单 2290万载重吨，同比增长 113.2%，占世界市场份额 44.2%。与 2012年相比，市场份额基本保持稳定。
骨干船舶企业顺应市场结构性变化，在 LNG船、大型集装箱船、节能环保型船承接方面取得突破。沪东中华造船（集团）有限公司承接了 6艘 17.4万立方米双燃料电力推进型液化天然气（ LNG）船订单、 大连中远船务工程有限公司承接 C型液货舱和双燃料主机推进系统 28000立方米液化天然气（ LNG）船订单、 江南造船（集团）有限责任公司承接 4艘 8.3万立方米超大型液化石油气（ LPG）船、江苏扬子江船业有限公司、中海工业（江苏）有限公司分别承接 4艘 10000TEU集装箱船和 2艘 10000TEU集装箱船，江苏新世纪造船有限公司承接 4艘 9200TEU集装箱船，金海重工股份有限公司承接 10艘 8800TEU集装箱船；广州广船国际股份有限公司承接 10艘 5万吨成品油船。

（三）海工市场保持稳定，经营接单业绩突出
2013年上半年，全球海洋工程装备市场继续保持活跃。中国海工装备竞争力有所增强，市场份额提高较大。据不完全统计，中国共承接各类海工钻井平台订单 24座 /艘，合同金额近 55亿美元，数量和金额分别占国际市场份额约为 54.2%和 41.2%。 其中大连船舶重工集团有限公司、招商局工业集团分别承接了 6座和 4座自升式钻井平台 ；烟台中集来福士海洋工程有限公司承接了 2座半潜式钻井平台、 1座自升式钻井平台；广州中船黄埔造船有限公司、江苏熔盛重工有限公司、上海外高桥造船有限公司分别承接了 2座自升式钻井平台； 中远船务工程有限公司承接 1座半潜式钻井辅助平台、 上海振华重工（集团）股份有限公司承接 1座自升式钻井平台； 舟山中远船务工程有限公司承接 1座 FPSO订单。成交各类海工工作船、辅助船 53艘，占国际市场份额 40%。 一批具有较强国际竞争能力的骨干海工装备制造企业正在逐步成长。

（四）市场竞争日益激烈，骨干船企优势明显
上半年，骨干船企顺应国际造船新标准、新规范要求，加大节能环保新船型开发，优化三大主流船型，全力承接新船订单。统计显示， 1～ 6月份重点监测企业的造船完工量占全部企业造船完工量的 86%，新接船舶订单占 92.1%。中国船舶工业集团公司和中国船舶重工集团公司两大造船集团在稳定生产、加大接单力度方面表现突出。其完工量、新接订单分别占重点监测船舶企业的 50.1%和 56.8%，比去年同期均有小幅增长。一批骨干船舶企业生产保证系数以达到 2.5以上的合理水平。

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example :

if you buy keepcorp in june lower $10.36 for alot higher $10.98 you make $620

you can buy Yangzijiang for 13 lots at lower $0.80

today higher is $0.915 x13 lots = total $ 11.895 - $10,400 profits = $1495 .

wait for next year yangzijiang reach $2 so you can make 200 %

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中国船舶在线发布时间： 2013-7-22 17:27:51

1-5月份我国船舶出口额为 120.7亿美元

据海关统计，今年 1~5月，中国船舶出口额为 120.7亿美元，同比下降 27.8%；船舶进口额为 9.6亿美元，同比增长 10.8%；船舶进出口总额为 130.3亿美元，同比下降 25.9%。其中， 5月，船舶出口额为 27.5亿美元，同比下降 20.2%，环比增加 7亿美元；船舶进口额为 1.5亿美元，同比下降 49.4%，环比减少 9200万美元。

　　 1~5月，中国三大主流船型的出口额为 89亿美元，占比为 73.7%。其中，散货船出口额为 59.6亿美元，占比 49.4%。从具体船型来看，出口额超过 5亿美元的有 7类： 15万载重吨及以下散货船出口额为 46亿美元，同比下降 34.2%； 30万载重吨以上原油船出口额为 10.2亿美元，同比增长 175.3%； 6000TEU及以下集装箱船出口额为 9.5亿美元，同比下降 3.9%； 15万 ~30万载重吨散货船出口额为 8.1亿美元，同比下降 67.5%； 6000TEU以上集装箱船出口额为 5.8亿美元，同比下降 38.9%；机动多用途船出口额为 5.5亿美元，同比下降 39.9%； 30万载重吨以上散货船出口额为 5.5亿美元，同比增长 54.7%。

　　中国共向 162个国家和地区出口船舶，其中向亚洲出口船舶的金额为 75.2亿美元，占比为 62.3%，金额同比下降 14.6%；向欧洲出口船舶的金额为 16.1亿美元，同比下降 47.5%。从具体国家和地区看，我国香港地区、新加坡、利比里亚排在前三位，向其出口船舶的金额分别为 33.2亿美元、 20.6亿美元、 6亿美元，同比分别下降 25.9%、 0.1%和 54.3%。

　　中国共有 29个省（区、市）出口船舶，其中出口额超过 10亿美元的有 5个。江苏省、辽宁省、上海市出口额位居前三，分别为 32.9亿美元、 19亿美元、 16.9亿美元，同比分别下降 22.3%、 22%和 22.7%。

　　在 1~5月中国进口的船舶产品中，供拆解的船舶及其他浮动结构体进口额最大，为 4.5亿美元，同比下降 15.7%；浮式或半潜式钻探、生产平台进口额排在第二位，为 2.4亿美元，同比增长 2851.2%；挖泥船进口额排在第三位，为 1.1亿美元，同比下降 17.2%。亚洲是我国最主要的船舶进口市场，进口额近 7亿美元，占比为 72.9%，金额同比增长 48.6%。其中，从日本进口船舶的金额为 3.8亿美元，占比为 39.6%，金额同比增长 7.6%。

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From: AsiasisDate : 2013-7-22 16:28:46

Chinese Newbuilding Orders Surge

Amid recession in global shipbuilding industry in the first half of 2013, Chinese shipbuilding industry made an achievement of a new order surge by more than 110%.

According to a report of the China Association of the National Shipbuilding Industry (CANSI), Chinese yards delivered a total of 20.60m dwt vessels in the first half of the year with a year-on-year decline of 36%, while inking new contracts for 22.90m dwt, which represents a 113.2% surge.

As of the end of June, Chinese shipbuilding industry was standing on 108.98m dwt amount of orderbook, down by 13.4%, but up by 1.9% from the end of 2012.

According to Clarkson survey, Chinese yards’ delivery, order intake and orderbook account for 39.1%, 44.2% and 43.1%, respectively, in the global market.

In the year to June, Chinese yards delivered 17.28m dwt ships for export, decreased by 34.4% from the same period a year ago, however orders for exporting ship increased by 163.3% to 21.04m dwt in total, according to CANSI.

As of the end of June, ships for export were seen to stand on 95.14m dwt amount of orderbook, down by 11.3% from a year ago.
Ships for export account for 83.9%, 91.9% and 87.3% of delivery, order intake and orderbook of Chinese shipbuilding industry, respectively.

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Just begian only , some more to go , they are room to go more .

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ReutersDate : 2013-7-23 9:45:11

New Ship Orders, China Demand Threaten Dry Cargo Recovery

A flood of orders for new vessels and slower Chinese growth in demand for commodities could derail a recovery in dry bulk shipping, industry leaders warn, keeping freight rates low and threatening a further shake-out among shipping firms.

As dry cargo shipping rates recover from 14-year lows touched in March, shipowners have splurged on a raft of new orders, taking advantage of cheaper prices, more fuel efficient designs and money from private equity funds looking for a new home.
The rise in capacity comes at a time of slowing economic growth in China, which has raised fears that its vast appetite for importe

d raw materials such as iron ore and coal may start to wane.
" The ordering wave is indeed worrying," said Henning Oldendorff, chairman of Oldendorff Carriers, one of the world's largest dry cargo operators with about 400 owned and chartered ships.
" If it coincides with a China slowdown and possible recession in the global steel industry, then freight rates could potentially stay low for many years to come," Oldendorff told Reuters.

He estimated some 35 million dwt (deadweight tonnes) of new capacity was ordered during the first half of 2013, well above the 22 million dwt ordered during the whole 2012.
More than 50 per cent of recently ordered tonnage was contracted at just a handful of Chinese shipyards, figures from Norwegian shipbroker Fearnleys showed.

NASCENT RECOVERY
The moves come as average spot charter rates for large Capesize ships, capable of hauling more than 150,000 tonnes of iron ore or coal, have risen from the March lows to better than break-even at around $13,000 per day, according to Clarkson Research Services.

The operating cost of a Capesize vessel is around $7,000 a day, with the shipping company paying finance costs on top of that.
The current rate is double the average for the year and despite jitters over China's growth outlook has been driven by China's strong steel sector, where steel output climbed 8 percent in the five months to May, according to official data.

But consultants Drewry Maritime Services believes the dry bulk shipping recovery may be shortlived and could replicate the rollercoaster ride in freight rates after 2009.
Capesize charter rates rocketed to more than $80,000 per day in mid-2009, fuelled by stronger-than forecast demand from China, compared with $10,000 per day at the start of the year.

But an influx of new tonnage, which outpaced the actual growth in cargo volumes, saw average rates plummet over the following three years to fall below operating costs.

Rates hit just $1,700 per day in late March this year, the lowest in 14 years, according to Clarkson data, sparking a series of shipping company failures including STX Pan Ocean, South Korea's fourth largest ship operator, which is undergoing a court-approved restructuring.
For the dry bulk sector now, " the risks outweigh the upside potential" , said Drewry group managing director Arjun Batra.

The over-ordering of bulk carriers and a commodities growth slowdown could delay a recovery in rates from next year to 2016, he said.
Oldendorff said a replay of the last four years could have more severe consequences because the current recovery would be shortlived, leaving less time for shipowners to rebuild cash reserves.
" There will be more failures in the next few years in the bulker field," he warned.

But fears of a downturn in Chinese commodities growth may have been overdone, said Jeffrey Landsberg, president of Commodore Research & Consultancy, a New York-based commodities advisory group.
" Chinese demand for imported dry bulk commodities will remain strong over the long term," Landsberg told Reuters.

The biggest threat - and the key factor to watch - will be vessel oversupply, Landsberg said, especially if new vessel ordering remains as strong as it was during the first six months of this year.

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Yangzijiang breake $0.90 ,

cosco also went up Breake $0.80 soon

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Thanks alot breake $0.90

$1 coming soon

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Yangzijiang 2Q result will be out soon may be on 8 Aug - 12 Aug .

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please give some more way Thanks

this ship need to move higher and higher to reach $1

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please give way this ship need to move higher to reach $1

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Becarefull this ship may be sinking below $0.50

company lose money , no contracts, no fund manager supports

Take care

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Xinhua Daily Published :2013 -7-19 11:12:01

Digest the stock, should improve the industry concentration
half of the province's existing shipbuilding capacity is idle, which has knock-on effect to the iron and steel, electrical and other upstream industries. In addition to the total surplus, there is a structural surplus: a lack of advanced manufacturing, high-end ship orders Underweight low severe overcapacity, occupy a lot of money, land, shoreline and other scarce resources, restricted economic transformation.
All along, slipway, boat dock enterprises is considered necessary facilities, but Nantong Pacific Marine Engineering Co., Ltd. to break the routine. " The traditional shipbuilding low end of the value chain, we are not directly involved in the construction of the hull, more resources will be used to develop and manufacture the core components." Pacific Marine COO Yanzheng Yun said, create a complete set of dock 4-5 billion, a large initial investment and post-depreciation. Small and medium sized shipyards around just idle, using its dock, which can save investment, but also to revitalize the stock of resources.
Pacific Marine shipyard has acquired a 45% local share, send technical personnel to guide the production, this shipyard back to life. Recently they will hire another local shipyard dock production rigs. Traveling light, Pacific Marine from 2010 sales revenue 1.4 billion to $ 1.3 billion last year.
Relevant agency expects shipbuilding round trough is expected 70% -80% of small shipyards bankruptcy. Reporter survey found that a small number of small fishing boats shipyards are expanding the market, converting bridge steel and other non-vessel areas, to achieve security of the operation, the individual still have profit.
The State Council is developing the shipbuilding industry overcapacity defuse program, the basic principle is eliminated, integrated simultaneously, before 10 ship enterprises increased production capacity accounted for more than 70%, 5 or more shipping enterprises to enter the world top 10. Province, and strive to build the province's 2015 five main businesses, strong core competitiveness, promote the role of large ships and marine equipment turnkey business ,1-2 into the world top 10 optimization Nantong, Taizhou, Yangzhou industrial layout, and strive to three city ship industry concentration over 90%.
" As long as the sea quit, you need shipping, shipbuilding people have the opportunity. Jiangsu shipbuilding shares accounting for 1/3, Global 110, so that a high-end, no reason not to take a sunrise industry development." Held last month at the meeting of the Soviet Union , the provincial leadership so stressed. Although industry-wide credit crunch, but the provincial departments of financial institutions on the ship are still coordinating corporate mergers and acquisitions, overseas mergers and acquisitions and restructuring shipyards to support the backbone.

Does not survive the shipyard 2900, only layoffs or even shut down, 100 strive

echelon competitive situation is broken, cut-throat competition on the rise again.

" As long as the sea quit, you need shipping, shipbuilding people have the opportunity. Jiangsu shipbuilding shares accounting for 1/3, Global 110, so that a high-end, no reason not to take a sunrise industry development

Cosco and yangzijiang are the Top 10 in china shipbuilding , they wil become stroger.. by next year . TG $2.00.

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Xinhua Daily Published :2013 -7-19 11:12:01

Digest the stock, should improve the industry concentration
half of the province's existing shipbuilding capacity is idle, which has knock-on effect to the iron and steel, electrical and other upstream industries. In addition to the total surplus, there is a structural surplus: a lack of advanced manufacturing, high-end ship orders Underweight low severe overcapacity, occupy a lot of money, land, shoreline and other scarce resources, restricted economic transformation.
All along, slipway, boat dock enterprises is considered necessary facilities, but Nantong Pacific Marine Engineering Co., Ltd. to break the routine. " The traditional shipbuilding low end of the value chain, we are not directly involved in the construction of the hull, more resources will be used to develop and manufacture the core components." Pacific Marine COO Yanzheng Yun said, create a complete set of dock 4-5 billion, a large initial investment and post-depreciation. Small and medium sized shipyards around just idle, using its dock, which can save investment, but also to revitalize the stock of resources.
Pacific Marine shipyard has acquired a 45% local share, send technical personnel to guide the production, this shipyard back to life. Recently they will hire another local shipyard dock production rigs. Traveling light, Pacific Marine from 2010 sales revenue 1.4 billion to $ 1.3 billion last year.
Relevant agency expects shipbuilding round trough is expected 70% -80% of small shipyards bankruptcy. Reporter survey found that a small number of small fishing boats shipyards are expanding the market, converting bridge steel and other non-vessel areas, to achieve security of the operation, the individual still have profit.
The State Council is developing the shipbuilding industry overcapacity defuse program, the basic principle is eliminated, integrated simultaneously, before 10 ship enterprises increased production capacity accounted for more than 70%, 5 or more shipping enterprises to enter the world top 10. Province, and strive to build the province's 2015 five main businesses, strong core competitiveness, promote the role of large ships and marine equipment turnkey business ,1-2 into the world top 10 optimization Nantong, Taizhou, Yangzhou industrial layout, and strive to three city ship industry concentration over 90%.
" As long as the sea quit, you need shipping, shipbuilding people have the opportunity. Jiangsu shipbuilding shares accounting for 1/3, Global 110, so that a high-end, no reason not to take a sunrise industry development." Held last month at the meeting of the Soviet Union , the provincial leadership so stressed. Although industry-wide credit crunch, but the provincial departments of financial institutions on the ship are still coordinating corporate mergers and acquisitions, overseas mergers and acquisitions and restructuring shipyards to support the backbone.

Does not survive the shipyard 2900, only layoffs or even shut down, 100 strive

echelon competitive situation is broken, cut-throat competition on the rise again.

" As long as the sea quit, you need shipping, shipbuilding people have the opportunity. Jiangsu shipbuilding shares accounting for 1/3, Global 110, so that a high-end, no reason not to take a sunrise industry development

Cosco and yangzijiang are the Top 10 in china shipbuilding , they wil become stroger.. by next year .

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新华日报发布时间： 2013-7-19 11:12:01

消化存量，应提高行业集中度
　　全省现有造船产能一半闲置，这已连带影响到钢铁、机电等上游行业。除总量过剩，还存在结构性过剩：先进制造能力不足，高端船舶订单比重偏低；低端产能过剩严重，占据大量资金、土地、岸线等稀缺资源，制约了经济转型。
　　一直以来，船台、船坞被认为是船企的必备设施，但南通太平洋海洋工程有限公司打破常规。 “传统船舶建造处于价值链低端，我们不直接涉及船壳建造，将更多资源用来研发和制造核心部件。 ”太平洋海工首席运营官颜正云说，新建一个配套完善的船坞需 4-5亿元，前期投入和后期折旧很大。周边的中小型船厂正好闲置，利用其船坞，既能节省投资，还能盘活存量资源。
　　太平洋海工已收购当地一家船厂 45%的股份，派技术人员指导生产，这家船厂起死回生。近期他们还将租借当地另一家船厂的船坞生产钻井平台。轻装上阵，太平洋海工销售收入从 2010年的 1.4亿元增至去年的 13亿元。
　　相关机构预计，此轮造船业低谷期，预计 70%-80%的中小船厂破产倒闭。记者调查发现，少部分中小船厂正在开拓渔船市场、转产桥梁钢结构等非船领域，实现保本经营，个别还能有微利。

　　国务院正在制定造船行业过剩产能化解方案，基本原则是淘汰、整合并举，前 10家船企产能占比增至 70%以上， 5家以上船企进入世界前 10强。我省提出，力争到 2015年全省打造 5家主业突出、核心竞争力强、带动作用大的船舶和海工装备总包企业， 1-2家进入世界前 10强；优化南通、泰州、扬州产业布局，力争 3市船舶产业集聚度超过 90%。

　　 “只要大海不干，就需要航运，就有造船人机会。江苏造船业份额占全国 1/3、全球 110，这样一个高端、朝阳产业没理由不好好发展。 ”在上月召开的苏中会议上，省领导如此强调。尽管全行业信贷紧缩，但省有关部门仍在协调金融机构对船舶企业兼并重组、海外并购及骨干船厂转型给予支持。

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来源：新华日报发布时间： 2013-7-19 11:12:01

高端转型，应避免低价互掐
　　眼下，不少船厂寄希望于高端转型，殊不知其中的较量更为严峻。
　　在 (cosco nantong )南通中远船务工程有限公司，几个近百米高的庞然大物坐落江边，这就是深水钻探储油平台和海上风电设备安装船。 “没有过硬的技术能力不可能站稳海工，中远南通两大基地订单之和，占国内海工订单的一半。 ”公司副总经理杨易川坦言，不少船厂前来考察试图向海工转型，看完后就打退堂鼓。

　　我省正在制订《加快船舶产业转型升级与海洋工程装备发展三年工作方案（ 2013-2015年）》，强调 “坚持自主创新、突破关键核心技术 ”，除引导企业向海工装备转型外，还鼓励发展特种船、节能环保型船舶。

　　相比传统船舶，海工装备定制性强、系统复杂，发展路径有所差异。最近，南通明德重工董事长季风华赴欧美和中国香港拜会客户，与美国客户初步达成协议，在当地建造集炼化、运输等于一体的移动工厂。但让他头疼的是，国内船企为争订单，互相压价， “有的客户在其他企业询价后再来谈判，开价低得不敢接 ”。对同一类海工产品，国内船企报价最多比国外竞争对手低 15%。这固然与国内劳动力成本、原材料价格较低有关，但对中国海工在国际市场声誉造成影响，且易引发低价竞争。多家骨干企业呼吁，应借鉴日本船企经验，成立行业性联盟，将海工装备价格保持在合理水平。

　　在国内船企中，扬子江船业 “风景独好 ”，去年贡献全国造船业 15的利润。 “既有产业多元化支撑，更有技术创新保证船价。 ”公司董事长任元林说，通过升级现有船型，扬子江开发的 1万标箱集装箱船与韩国同类型船相比，装载量提高近 10%，但油耗和排放指标均下降近 20%，赢得船东青睐，单船利润高于韩国船企。 “" 蛋糕 " 越是小，越要讲究吃的技巧。 ”任元林建议，船企要从与国内同行拼价格、争订单转向与国外优秀船企对标，提升自身综合实力，争夺全球市场更多份额。

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Published :2013 -7-19 11:09:23

Enterprises in Jiangsu section of the boat barely enough to sustain two years of shipbuilding orders

BEIJING, July 17 Nanjing electricity " now orders like drinking poison, then more, die faster," Nantong COSCO KHI Ship Engineering Co., Ltd. of party work Peng Changqing said. Even in China's largest shipbuilding province of Jiangsu, Jiangsu is one of the few still profitable even if the leading ship enterprises, there are such concerns.

" According to the existing production capacity, if not add new ship orders, production tasks can only be maintained for 2 years, part of the boat all production enterprises face the danger." July 17, Jiangsu Province Economic and Information Technology Commission announced last year half Jiangsu ship industry statistics, to make " warning" type analysis.

Jiangsu Province is China's largest shipbuilding, shipbuilding capacity on behalf of three indicators: shipbuilding capacity, the new order of orders, orders in hand accounted for the proportion surpassed 30 percent, the proportion of total world surpassed 10%.
Rise, fall-ship low. World shipping industry downturn after the financial crisis to date, could not be spared, Jiangsu.

According to Jiangsu Provincial Commission by letter to statistics, during the first half of this year, Jiangsu shipbuilding capacity, handheld orders fell 32.9%, 17.5%, only new orders grew 189.7%, but this does not mean that all shipping enterprises are generally positive. Included in the statistics from the 66 shipbuilding enterprises run, only 23 companies have new ship orders, 13 key enterprises there are two boats did not receive " new living."

" At present we have received orders, to 2015, in 2016 the production plan is already full, we have no loans, do not owe the bank account, as well as dislocation management (measures), so some stronger ability to resist risks." Station In NACKS being built 13,386 TEU container ship before Peng Changqing said.

Fewer orders only Chinese shipping enterprises face a problem. Shipping industry downturn, owners become " critical" , depress ship prices, raise standards, the RMB exchange rate adjustment, the bank will lend shipbuilding dragged into the " blacklist" ...... the 2007 " swarmed" the number surged to 3,000 boats Enterprise fierce death mark.
All problems have led to a result: the production slowdown, production, conversion, loss, or even bankruptcy.

" Shipyard general loss this year, more than 3,000 Chinese enterprises is estimated that only preserved more than 100, most of them will face bankruptcy, converting the problem, now short of money more." Peng Changqing said. ( 3000 company out of 100 will be bankruptcy. This is Good Ship contracts shipbuilding price will be up )

Nantong COSCO Shipyard Limited Office Yongqing, said many Chinese shipbuilding enterprises suffered a loss, because still " had not much meat in the bowl" playing " price war" , and now almost no money orders.

As the leading boat NACKS enterprises, financial situation a little better. " This year's decline in corporate profits a little, a record profit last year, is ten hundred million (dollars) this year, down a bit, probably (profit) with seven to eight hundred ( 750 million (dollars), not as a loss, but profit down is inevitable. " Peng Changqing said.

Cosco Nantong Still profits ,dalian cosco also profits.

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江苏部分中小船企船舶订单仅够维持 2年

中新网南京 7月 17日电 “现在接订单就像喝毒药，接多了，死得更快 ”，南通中远川崎船舶工程有限公司党群工作部彭常青说。即便在中国第一造船大省江苏、即便是江苏为数不多仍在盈利的龙头船企，亦有这样的担忧。

　　 “按现有的生产能力，如不及时补充新船订单，生产任务仅能维持 2年，部分中小船企面临全部停产的危险。 ”7月 17日，江苏省经济和信息化委员会公布今年上半年江苏船舶业统计数字，做出 “警报式 ”分析。

　　江苏是中国第一造船大省，代表造船能力的 3个指标：造船完工量、新承订单量、手持订单量占全国比重均超 30%，占世界比重均超 10%。
　　水涨船高，水落船低。世界航运业至金融危机后低迷至今，江苏也无法独善其身。
　　据江苏省经信委统计，今年上半年，江苏造船完工量、手持订单同比下降 32.9%、 17.5%，唯有新承接订单同比增长 189.7%，但这不代表所有船企有普遍利好。从列入统计的 66家船舶企业来看，只有 23家企业有新船订单， 13家重点船企中还有 2家没接到 “新活 ”。

　　 “目前我们所接到的订单，到 2015年、 2016年的生产计划已经排满了，我们没有贷款，不欠银行的账，还有错位经营 (措施 )，所以抗风险能力要强些。 ”站在南通中远川崎正在建造的 13386标箱的集装箱船前，彭常青说。

　　订单少只是中国船企面临的一个问题。航运业低迷，船东变得 “挑剔 ”、压低船价、提高标准，人民币汇率调整，银行将造船业拖入放贷 “黑名单 ”……把 2007年 “一拥而上 ”、数量激增至 3000家的船企逼至生死关口。
　　所有的问题都导致一个结果：生产放缓、停产、转产、亏损，甚至倒闭。
　　 “船厂今年普遍亏损，中国 3000多家企业估计只能保留下来 100多家，大部分将面临破产、转产的问题，现在缺钱的比较多。 ”彭常青说。
　　南通中远船务工程有限公司办公室主任王永清说，中国很多造船企业都亏损了，由于还在 “本来肉就不多的碗里 ”打 “价格战 ”，现在的订单几乎都不赚钱。

　　作为龙头船企的南通中远川崎，财务状况稍好。 “今年企业利润下降了一点，去年利润创历史新高，是十几个亿 (元 )，今年下降了一点，大概 (利润 )有七、八个亿 (元 )，还不至于亏损，但利润下降是必然的。 ”彭常青说。

2013年 上 半 年 船 舶 工 业 经 济 运 行 情 况