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Feature 1 | SHIPBUILDING IN CHINA


semi-submersibles. It started operating last summer and is currently constructing two 8000dwt bulkers for a domestic owner and a few offshore vessels.


Jiangsu Five-year-old Jiangsu Rongsheng Heavy Industries has rapidly established itself as China’s largest private shipyard. Each of its three current drydocks has a massive 900tonne crane, while a planned fourth will house a 1600tonne monster. Already well known as the world’s


number one suezmax builder, Rongsheng’s portfolio continues to expand. Since inception it has been construction ice class panamax bulk carriers. Capesizes then joined the menu before Vale came in with a substantial US$1.6 billion VLOC order for giant 400,000dwt ships, a type since reordered by Omani interests. Newest ship types to be taken up by the


market include the yard’s self-designed 320,000dwt VLCCs. The fourth drydock, due to start


operations soon, is specifically focused on offshore and has the capability to build up to six FPSOs of up to 150,000dwt a year. Te construction of the US$44 million Hai


Yang Shi You 201, Asia’s first 3000m deepsea pipe laying liſter, has been completed by Rongsheng this year to China National Offshore Oil Corporation (CNOOC), a first of its kind for China. Te client has been delighted with the ship and promises to bring more offshore work Rongsheng’s way. Rongsheng is pitching for LNG projects


though remains tight lipped on the specifics of the ship design. Rongsheng has been the busiest shipyard


in China this year taking orders worth a combined US$3 billion. A spokesman for Rongsheng said the facility was now fully booked through to the middle of 2013. Rongsheng is gearing up for a Hong Kong


listing worth up to US$1 billion. Rongsheng, which boasts Goldman Sachs, DE Shaw and even the son of the Chinese premier among its investors, saw operating income soar more than 60% last year to RMB10 billion (US$1.4billion) as orders continued to flood in.


Down the road from Rongsheng back


towards Shanghai lies Nantong Mingde Heavy Industry which this July supersized its building capabilities by entering the


56


China may be focused on what is currently happening, but plans for the future are starting to emerge.


capesize market. Cabot Shipping ordered a pair of 180,000dwt ships which are 291.95m long, 45.0m wide, and a height of 24.75m, a design drought of 16.5m, and a coating area of 400,000m3


portfolio is its 25,000dwt product tanker designs. New Century Shipbuilding, another


. Mingde upgraded the


commonly used 176,000dwt Green cape design. The ships will have high-tensile steel to reduce lightweight and increase deadweight. Each ship costs US$56 million and delivery of the first one is expected in October 2012. Up until this order Mingde’s largest ship


types were its popular mini-capes, which at 115,000dwt had proved a niche hit. The mini-capes were developed by


Shanghai Merchant Ship Design & Research Institute (SDARI). Another popular item on Mingde’s


much talked about Jiangsu yard, suffered the ignominy this year of scrapping a planned initial public offering in Singapore due to late emerging discrepancies in its prospectus. It dealt a severe blow to the fast evolving yard’s future plans. As much as S$371.1 million (US$274.4million) from the IPO proceeds had been earmarked for New Century to move into the offshore sector. Te plan had been to get in on the FPSO and drilling rig act. These offshore ambitions now are on hold following the embarrassing failure in June of its Singapore listing. Tat is not to say, however, that the yard is not


The Naval Architect September 2010


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