EDITORIAL COMMENT Building a future
Innovation and green regulation are key strands in the battle for global shipbuilding supremacy and NYK’s prototype model of its Super Eco Ship 2030 (patent and design applied for) is an example of that invention
to trot out classic metaphors depicting an epic struggle between shipyards for a heroic gold, silver or bronze medal. Clichéd as the metaphor may be, the truth
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is that the analogy simply does not do justice to the battle for survival now being played out between the medium sized shipbuilders of China, South Korea and Japan. In a three-way battle for their very
existence the yards in these three Asian neighbours are using every means at their disposal to gain an advantage over their competitors. Unlike the Olympics, in this titanic
struggle the rules of engagement are being set by regulatory bodies or are evolving through the uncertainties of an ailing global economy that seems to staggers from one crisis to another as the teams compete. Traditionally, that is in the past, the more
economically developed nation has suffered as the new emerging economy, fuelled by cheap labour, has replaced the dominance of the established competitors. Twenty-first century competition has
seen the battle-lines re-drawn through the recognition by the maritime industry that the status quo simply will not do and the changes to environmental regulation are driving innovation to unprecedented levels. Such is the ferocity of the competition that
many yards have already succumbed to the inevitable. In China, the pre-crisis favourites to take the shipbuilding lead, the industry has been hit particularly hard. Te country’s reliance on basic ship designs, such as bulk carriers and tankers, where some 65% of last years deliveries were bulkers, has meant
The Naval Architect September 2012
n Olympic year, particularly here in London where the Olympiad is drawing to a close as we go to press, it is tempting
that many yards that were ready to establish themselves in a booming market are now lying fallow, put out to grass. In Korea, famous yards such as Sungdong
and ShinaSB have already felt the grip of the current economic reality. Others, such as SPP, have made attempts to switch produc- tion to more sophisticated ships, such as LNG carriers or container ships. Major Korean yards have also switched
production and are also looking at techno- logical knowhow to offer to their diminish- ing client base. However, the larger yards are also able to move their production from traditional shipbuilding to the offshore sector, which is experiencing growth as new wells in deepwater locations are sought. Tis change by the larger Korean yards has
forced Korean equipment manufacturers to look for new markets in their own bid for survival. It is this struggle that provides the greatest twist to the story so far in that Korean equipment manufacturers are finding new markets, but these are in Japan, the traditional rivals of the Korean shipbuilding industry. Anything from anchor chains to ladders
and marine engines and steel plate has been exported to Japan where the yards prefer not to highlight this fact, but instead favour discussions about encouraging Japanese producers to improve innovation and productivity. Tapping into Japan’s undoubted expertise
is how many of Japan’s medium sized yards believe that they can engineer survival. Mitsubishi Heavy Industries (MHI), traditionally at the forefront of shipbuild- ing excellence, is looking to maintain its links with the maritime construction sector through innovation. Waste heat recovery systems, shaſt generators, and air lubrication
systems are among a host of energy saving advances that MHI is offering Japanese yards. Te claim is that these systems will offer owners a competitive edge because the ships that they buy will be significantly more efficient than the competition’s vessels. Collaboration in Japanese yards is
added to by a healthy demand from domestic owners, who have maintained orders. As much as 80%, and in some cases more, of orders in many Japanese yards are for Japanese owners. In Korea and China domestic demand is consider- ably lower. Japanese yards are also looking to
consolidation as a method of survival with IHI and Universal looking to tie the knot on 1 October. If Japanese yards are to make a
comeback in the battle for shipbuilding supremacy then there would have to be massive shiſts in the economics of the industry. Such a sea-change is unlikely to unfold. However, the fact that Japan is hanging onto to its status as the world’s third largest shipbuilder shows that it can remain a significant player in the future, in spite of the strength of the Yen. That
leaves Korea and China to
effectively battle it out for top spot, a position that in the past has given the holder significant economic benefits for a considerable length of time. China has already reaped some of those
benefits, but the Koreans are battling hard to maintain their status. Whether China’s ambitions in the shipbuilding sphere is to be realised, however, may depend on the recovery, when it comes, of the western economies. Until that recovery is realised the medals for first will be made of fool’s gold. NA
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