共查询到19条相似文献,搜索用时 774 毫秒
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"十一五"期间,我国船舶工业实现了跨越式发展,造船完工量、手持订单量和新接订单量三大指标全面超过韩国,成为世界第一造船大国。近来,以韩国船企为首的国外造船企业改变了对华投资战略,屡次突破我国产业调控政策,不断在我国投资中低端造船厂,或将在华分段厂转产整船建造。不少投资、扩大产能行为已违反我国产业调控政策,对船舶产业安全,甚至国防安全构成一定威胁。 相似文献
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2013年,全球经济发展已经缓慢复苏,但仍存在阻碍。在世界经济发展的推动下,全球海运量保持稳定增长,BDI等主要海运指标显著回升。下半年全球新船价格开始上行,新船订单量和手持订单量进一步增加,中国造船业三大指标稳居全球首位,进一步领先于韩国和日本。年内产能结构调整和转型升级成为全球造船业发展的热点。 相似文献
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技术创新与船舶工业竞争力 总被引:1,自引:0,他引:1
改革开放以来,我国船舶工业取得了巨大的进步,新船订单、手持订单以及完工量三大指标已多年保持世界第三,2007年三大指标已跃居第二.根据现已手持订单测算,到2010年,我国造船完工量将超过韩国,成为世界第一.尽管如此,我国在造船理念、技术运用、管理效率等多方面与日韩等造船强国还存在很大差距.要实现我国世界造船大国、造船强国的目标,必须要从简单依靠低劳动力成本优势向更多地依靠技术创新来提高竞争力.本文从技术创新的角度研究我国船舶工业的竞争力. 相似文献
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正进入2018年,韩国船企接单量快速增长。截至今年2月末,韩国三大船企大宇造船、三星重工、现代重工累计接获订单总额达4.05万亿韩元,同比增加16.4%。韩国船企接获了超过一半的新船订单,2月接单量超过中国重回全球榜首。韩国Cape Investment Securities发布分析报告预测称,今年韩国船企接单量将比去年提高40%。可以说,韩国造船业展示出了强势复苏的态势。那么,韩国强势接单的主要推动力是什么?它对世界造船业带来怎样的影响? 相似文献
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远东造船韩、日、中竞雄 总被引:1,自引:0,他引:1
2004年底.韩国造船协会提供的数据表明.亚洲三大造船国:韩国、日本和中国接获的新船订单占了当年全球总接单量的85%。韩、日、中三国的新船接单量所占的份额分别为全球总接单量的43.8%.28.6%和12.6%。韩国手持新船订单已经达到了1.600万总吨.比2003年增加了120%。 相似文献
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为识别和分析新造船能效设计指数(EEDI)计算公式中主要计算参数的影响程度,对EEDI计算公式进行了解析,建立了EEDI的简化分析模型。根据对10年来散货船数据统计,通过简化模型对某57000dwt散货船的分析,得出了主机功率,航速和载运能力3个因素对EEDI的影响程度的高低排序。并对4种船型的船舶载运能力与其相应的EEDI作了比较分析,提出了相应的建议。 相似文献
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全面地论述了各船级社最新的环保船级符号和附加符号对中央空调和冷藏设备的制冷剂的要求,为后续新船设计作参考。 相似文献
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Yang Peiju 《中国船检》2009,(12)
At the beginning of 2009,demand collapsed under the force of the fierce wave of global financial crisis,and the burst of BDI bubbles accelerated.A special"war"between shipbuilding industries in China,Japan and Korea has unfolded.The competition involved is not only in terms of orders,price and environment-friendliness,but also in terms of cost-efficiency,multilateraries and overseas expansion.Though China has overtaken Korea in new orders and orders in hand,considedng the different strategies adopted by the three countries,the true winner will be the one who will be able to"talk while laughing"after the storm. 相似文献
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2011年黑龙江海事局着手建设黑龙江海事局(干线)海事地理信息系统。该系统的建设对于黑龙江海事局信息化建设具有重要意义。文中就电子示意江图的应用;AIS、VTS、CCTV三种技术交互式使用;"海事通"移动执法平台的设计;GIS平台综合应用等方面展开讨论,系统地分析了黑龙江海事局(干线)海事地理信息系统的特性与应用前景。 相似文献
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Korea has achieved remarkable economic growth over the last three decades. This has largely been due to the adoption of export-oriented economic policies. This economic development has resulted in a rapid increase in export and import cargos. Since the foreign trade of Korea is carried predominantly by sea transport (approximately 99.8% in terms of volume), ports play a crucial role in this process. Although recent port developments are aimed at keeping pace with ever-growing seaborne cargoes, problems persist, especially insufficient port capacity and inefficient management and operations. As a consequence, the ports of Korea suffer from serious port congestion. This problem is particularly acute in Pusan, the fifth largest container port in the world. In the past, all ports in Korea were controlled and administered by the Korea Maritime and Port Administration which was a public port authority. In August 1996, the Korean government established a new government organization, the Ministry of Maritime Affairs and Fisheries (MMAF), with a remit to control and manage its seaports and other related activities and to improve management efficiency in the maritime area. As a way of solving problems related to port congestion and other sources of inefficiency, the new MMAF has launched several new port development schemes. In this context, this paper will discuss (1) the extent of congestion in Korean ports, especially Pusan, the major seaport of the country; and (2) governmental and commercial reaction to solving the problems, including measures such as new port development schemes aimed at attracting private and foreign finance. From this analysis, a strategy for port development in developing countries may be inferred. 相似文献