The development of Chinese ship building industry attracts many international diesel giants
Released on 2011-10-21 18:25 | readings
据《中国经济新闻》2006年49期报道，随着西欧造船业的全面萎缩、中国造船业的崛起，世界造船中心东移的趋势日渐明显。近年来，中国造船工业发展速度加快，进入了国际主流造船市场。 在中国造船业连年发展的情势下，国际柴油机产业也开始向中国转移。中国日益提高的造船能力，以及船用柴油机出现的供需缺口已经吸引了柴油机生产巨头德国曼（MAN）集团和另一个巨头瓦锡兰分别在中国建立了十多家专利许可厂和在全球范围内裁员，把生产中心转移到中国。
中国机电商会船舶分会秘书长张守淳表示：“机械产业向中国转移，是必然趋势。”据统计，2010年的前三季度，中国造船业在全球的地位继续加强，在手持订单和吨位两个方面占据了市场垄断地位，中国造船所占市场份额已上升至49%。在造船业中，船用柴油机（包括主机和辅机）的销售额大致占船舶总销售额的20%，其中船用柴油机主机被称作船舶“心脏”，是价值最高的配套设备，占总船价的10%左右。2010年1~9月，全国规模以上船舶企业完成工业总产值4860亿元，同比增长24.2%，柴油机主机市场就达到500亿元左右。再此情况下，国际柴油机巨头到中国抢滩，是很正常的事情。
据《中国经济新闻》2006年38期报道，《船舶工业中长期发展规划》中明确规定，外资在华重组、兼并或者合资组建造船企业、船用低、中速柴油机生产企业以及曲轴制造企业，须由中方控股，外资持股比例不能超过49%，而且合资企业须建立技术中心，消化吸收外方转让的技术。这就为中国吸取国外先进技术设立了法律的基础。而两家柴油机巨头曼和瓦锡兰有全球领先的制造技术，它们的低速柴油机产品占全世界份额的90%以上，而中速机领域的市场份额也超过了一半。两家公司均主要从事研发，产品采用许可证合作方式由合作对象生产。中国企业则缺乏研发能力，与曼和瓦锡兰的合作，将帮助其快速进入船舶柴油机市场。国内绝大多数船舶用柴油机，都由两大巨头以技术授权方式生产。
业内人士称，中国和曼合作之后，曼会提供技术并派技术人员到合作对象的工厂。除了继续向国有企业提供技术，曼也很积极地开发非国有企业的市场。曼发现，民营企业虽然基础不好，但是效率高，办事能力强。近几年，很多民营企业也借助与曼的合作进入柴油机领域。熔盛重工下属的熔安动力、江苏安泰动力机械有限公司、中高柴油机重工有限公司等都是通过曼切入该市场。此外，瓦锡兰也与中国企业频频合作，目前在中国有三家合资工厂、八家战略工厂。专注于研发的两大巨头，在全球市场有很多许可证合作生产厂家，东亚早就是他们的重心，如今，中国则是重心中的重心。
According to China Economic News reported in 49th issue in 2006, with the overall contraction in Western Europe's ship building industry and the rise of China's ship building industry, the world ship building center has been transferred eastward to China.
In recent years, China's ship building industry experienced more quick development and marched into the international mainstream ship building market. The development of China’s ship building industry in recent years and the gap between the supply and demand of the international diesel have attracted MAN of Germany and another giant Wartsila Group to establish more than a dozen plants in China and make global scale layoffs to transfer the production centers to China.
Shouchun Zhang, the Secretary-General of the Chamber Branch of Chinese Chamber of Commerce, said: "The shift of machinery industry to China is inevitable." According to statistics, in the first three quarters of 2010, China's position in the global ship building industry was strengthened, dominating the market. And the market share of Chinese ship building has risen to 49%. In ship building industry, marine diesel engines (including main and auxiliary) sales accounted for roughly 20% of sales of vessels. The marine diesel engine is called the "heart" of ship ,which is of the highest value of the equipments, about 10% of total shipping price. During January to September in 2010, the national shipping companies completed 486 billion Yuan industrial output value, increased by 24.2% compared with that of last year, the diesel host market alone reached 500 billion Yuan. In this situation, it is normal that the international diesel giants marched to China.
According to of the 38th issue of 2006 China Economic News, " the long-term ship building industry development plan" clearly states that in the process for foreign capital to recombine and merge to establish ship building companies, Chinese side should control the marine low and medium speed diesel engine manufacturing enterprises and crankshaft manufacturing enterprises, the share of foreign ownership cannot exceed 49%, and the joint venture must set up technology center for the digestion and absorption of foreign technology. This provided the legal basis for China to absorb the foreign advanced technology. The MAN and Wartsila Group own the most advanced technology and their low speed diesel engine have the 90% share of the world market, and that share of medium speed diesel was over 50%. The two companies focus the research, and the product was produced by the method of permit cooperation. On the other side, Chinese enterprise was in need of advanced technology, and the cooperation with MAN and Wartsila Group could help them to enter into the international marine diesel engine market. Now most of the marine diesel engines in China were produced with the technology license of the two giants.
Industry sources said the cooperation between China and MAN will bring China with technicians, who will go to work in factory as cooperation object. Besides continuing to provide technology to state controlled enterprise, MAN also developed the non-state enterprises actively. MAN discovered that although the private enterprise did not own perfect background, they have high efficiency and strong competence. In recent years, many private enterprises have entered into the diesel engine market through the cooperation with MAN. The Rong’an Power, Jiangsu An’tai Power Machinery Co., Ltd., and China Diesel Engine Heavy Industry Co., Ltd. of Rongsheng Heavy Industry have entered into the market through the cooperation with MAN. Besides, there are a lot of cooperations between Wartsila Group and other Chinese enterprises, including three joint venture enterprises and eight strategy factories. The two giants focusing on the research have many factories through permit cooperation. In the current time, China is the center of their strategies.
据《中国经济新闻》2006年49期报道，随着西欧造船业的全面萎缩、中国造船业的崛起，世界造船中心东移的趋势日渐明显。近年来，中国造船工业发展速度加快，进入了国际主流造船市场。 在中国造船业连年发展的情势下，国际柴油机产业也开始向中国转移。中国日益提高的造船能力，以及船用柴油机出现的供需缺口已经吸引了柴油机生产巨头德国曼（MAN）集团和另一个巨头瓦锡兰分别在中国建立了十多家专利许可厂和在全球范围内裁员，把生产中心转移到中国。
中国机电商会船舶分会秘书长张守淳表示：“机械产业向中国转移，是必然趋势。”据统计，2010年的前三季度，中国造船业在全球的地位继续加强，在手持订单和吨位两个方面占据了市场垄断地位，中国造船所占市场份额已上升至49%。在造船业中，船用柴油机（包括主机和辅机）的销售额大致占船舶总销售额的20%，其中船用柴油机主机被称作船舶“心脏”，是价值最高的配套设备，占总船价的10%左右。2010年1~9月，全国规模以上船舶企业完成工业总产值4860亿元，同比增长24.2%，柴油机主机市场就达到500亿元左右。再此情况下，国际柴油机巨头到中国抢滩，是很正常的事情。
据《中国经济新闻》2006年38期报道，《船舶工业中长期发展规划》中明确规定，外资在华重组、兼并或者合资组建造船企业、船用低、中速柴油机生产企业以及曲轴制造企业，须由中方控股，外资持股比例不能超过49%，而且合资企业须建立技术中心，消化吸收外方转让的技术。这就为中国吸取国外先进技术设立了法律的基础。而两家柴油机巨头曼和瓦锡兰有全球领先的制造技术，它们的低速柴油机产品占全世界份额的90%以上，而中速机领域的市场份额也超过了一半。两家公司均主要从事研发，产品采用许可证合作方式由合作对象生产。中国企业则缺乏研发能力，与曼和瓦锡兰的合作，将帮助其快速进入船舶柴油机市场。国内绝大多数船舶用柴油机，都由两大巨头以技术授权方式生产。
业内人士称，中国和曼合作之后，曼会提供技术并派技术人员到合作对象的工厂。除了继续向国有企业提供技术，曼也很积极地开发非国有企业的市场。曼发现，民营企业虽然基础不好，但是效率高，办事能力强。近几年，很多民营企业也借助与曼的合作进入柴油机领域。熔盛重工下属的熔安动力、江苏安泰动力机械有限公司、中高柴油机重工有限公司等都是通过曼切入该市场。此外，瓦锡兰也与中国企业频频合作，目前在中国有三家合资工厂、八家战略工厂。专注于研发的两大巨头，在全球市场有很多许可证合作生产厂家，东亚早就是他们的重心，如今，中国则是重心中的重心。
According to China Economic News reported in 49th issue in 2006, with the overall contraction in Western Europe's ship building industry and the rise of China's ship building industry, the world ship building center has been transferred eastward to China.
In recent years, China's ship building industry experienced more quick development and marched into the international mainstream ship building market. The development of China’s ship building industry in recent years and the gap between the supply and demand of the international diesel have attracted MAN of Germany and another giant Wartsila Group to establish more than a dozen plants in China and make global scale layoffs to transfer the production centers to China.
Shouchun Zhang, the Secretary-General of the Chamber Branch of Chinese Chamber of Commerce, said: "The shift of machinery industry to China is inevitable." According to statistics, in the first three quarters of 2010, China's position in the global ship building industry was strengthened, dominating the market. And the market share of Chinese ship building has risen to 49%. In ship building industry, marine diesel engines (including main and auxiliary) sales accounted for roughly 20% of sales of vessels. The marine diesel engine is called the "heart" of ship ,which is of the highest value of the equipments, about 10% of total shipping price. During January to September in 2010, the national shipping companies completed 486 billion Yuan industrial output value, increased by 24.2% compared with that of last year, the diesel host market alone reached 500 billion Yuan. In this situation, it is normal that the international diesel giants marched to China.
According to of the 38th issue of 2006 China Economic News, " the long-term ship building industry development plan" clearly states that in the process for foreign capital to recombine and merge to establish ship building companies, Chinese side should control the marine low and medium speed diesel engine manufacturing enterprises and crankshaft manufacturing enterprises, the share of foreign ownership cannot exceed 49%, and the joint venture must set up technology center for the digestion and absorption of foreign technology. This provided the legal basis for China to absorb the foreign advanced technology. The MAN and Wartsila Group own the most advanced technology and their low speed diesel engine have the 90% share of the world market, and that share of medium speed diesel was over 50%. The two companies focus the research, and the product was produced by the method of permit cooperation. On the other side, Chinese enterprise was in need of advanced technology, and the cooperation with MAN and Wartsila Group could help them to enter into the international marine diesel engine market. Now most of the marine diesel engines in China were produced with the technology license of the two giants.
Industry sources said the cooperation between China and MAN will bring China with technicians, who will go to work in factory as cooperation object. Besides continuing to provide technology to state controlled enterprise, MAN also developed the non-state enterprises actively. MAN discovered that although the private enterprise did not own perfect background, they have high efficiency and strong competence. In recent years, many private enterprises have entered into the diesel engine market through the cooperation with MAN. The Rong’an Power, Jiangsu An’tai Power Machinery Co., Ltd., and China Diesel Engine Heavy Industry Co., Ltd. of Rongsheng Heavy Industry have entered into the market through the cooperation with MAN. Besides, there are a lot of cooperations between Wartsila Group and other Chinese enterprises, including three joint venture enterprises and eight strategy factories. The two giants focusing on the research have many factories through permit cooperation. In the current time, China is the center of their strategies.