"对于印度国有造船厂科钦造船厂来说，这份订单意义非凡。"《经济时报》报道称，该造船厂建造了印 度首艘国产航母、印度最大吨位的挖泥船，同时还承担部分现役舰艇的维修任务。科钦造船厂最近与造 船业巨头HD韩国造船海洋达成合作，"在很大程度上给了达飞海运集团信心，使其在经过数月的谈判后 坚定了签下该订单的决心"。 值得关注的是，这一"巨额订单"给科钦造船厂以及其他造船厂带来的"附加值"正是印度业界所期待的。 这一大单可能有助于其他印度船厂从大型船东手中获得更多订单，并进一步扩大规模。 转自：北京日报客户端 "印度造船业迎来了一个'历史性时刻'。"印度《经济时报》15日报道称，法国航运巨头、全球第三大集 装箱运输公司达飞海运集团与印度科钦造船厂签署了6艘液化天然气动力集装箱船的"巨额订单"，价值 约3亿美元。不少印媒直呼，这是印度第一次获得如此大的国际订单，使得印度能够成为中国、韩国等 造船大国的"替代者"。 据报道，签署的集装箱船每艘将容纳1700个标准箱，并使用液化天然气推进，这与达飞海运集团对航运 脱碳的承诺保持一致。该协议可以说是印度造船商的一项重大成就，该行业近来致力于在全球建立自己 的地位。目前，印度造船业 ...

前三季度中国造船三大指标市场份额保持全球领先 中新社北京10月17日电 (记者 刘育英)中国工业和信息化部17日发布的数据显示，2025年前三季度中国 造船三大指标市场份额保持全球领先。 1至9月，中国造船完工量3853万载重吨，同比增长6.0%；新接订单量6660万载重吨，同比下降23.5%； 截至9月底，手持订单量24224万载重吨，同比增长25.3%。 1至9月，中国造船三大指标以载重吨计分别占世界总量的53.8%、67.3%和65.2%，以修正总吨计分别占 47.3%，63.5%和58.6%，继续保持全球领先。(完) 来源：中国新闻网 编辑：王永乐 广告等商务合作，请点击这里 本文为转载内容，授权事宜请联系原著作权人 中新经纬版权所有，未经书面授权，任何单位及个人不得转载、摘编或以其它方式使用。 关注中新经纬微信公众号(微信搜索"中新经纬"或"jwview")，看更多精彩财经资讯。 ...

Core Viewpoint - The news highlights the significant achievements of China's manufacturing and shipbuilding industries during the "14th Five-Year Plan" period, showcasing advancements in technology and production capabilities that contribute to national strength and economic development [1][5][7]. Shipbuilding Industry - The successful construction of the second domestically produced luxury cruise ship, "Aida Huacheng," reflects China's growing capabilities in shipbuilding, with delivery expected by the end of 2026 [3]. - The shipbuilding sector has seen a 1:14 multiplier effect on related industries, involving over 500 global suppliers in the design and construction of cruise ships [3]. - The launch of the domestically produced aircraft carrier Fujian marks a new height in China's naval equipment capabilities [5]. Manufacturing Sector - China's total industrial output value increased from 31.3 trillion yuan to 40.5 trillion yuan, while manufacturing output rose from 26.6 trillion yuan to 33.6 trillion yuan during the "14th Five-Year Plan" [7]. - The manufacturing sector's contribution to global growth exceeds 30%, with its output accounting for nearly 30% of global manufacturing [7]. - Innovation has been a driving force, with R&D spending in large manufacturing enterprises exceeding 1.6% of revenue [7]. Advanced Manufacturing - The average annual growth rates for equipment manufacturing and high-tech manufacturing are 7.9% and 8.7%, respectively, with new energy vehicle production surpassing 13 million units last year [9]. - Traditional industries still dominate, accounting for 80% of key manufacturing metrics, emphasizing the need for transformation towards high-end, intelligent, and green manufacturing [9][12]. Smart Manufacturing - The integration of digital and physical economies is exemplified by Nanjing Steel's smart factory, which utilizes AI for efficient production and cost reduction [11][12]. - Over 35,000 basic-level smart factories and 1,260 5G factories have been established, with industrial robots accounting for over 50% of global installations [14]. Specialized Small and Medium Enterprises (SMEs) - The number of specialized and innovative SMEs has exceeded 140,000, contributing significantly to employment and economic vitality [21]. - These SMEs are crucial for enhancing supply chain resilience and driving high-quality economic development [19][21]. - The "14th Five-Year Plan" has seen over 100,000 new specialized SMEs, with a focus on innovation and quality [21].

Core Viewpoint - The global port industry is rapidly transitioning towards smart technology, leading to a surge in demand for new port machinery and equipment, particularly in Shanghai's Changxing Island, which is becoming a hub for high-end marine equipment innovation [1][4]. Group 1: Port Machinery Industry - Shanghai Zhenhua Heavy Industries Group has established itself as a global leader in port machinery, capturing 70% of the market share for quay cranes and 50% for yard cranes, with products distributed across 110 countries [4]. - The company invests heavily in R&D, with an annual budget of 1.5 billion yuan, and has created over 50 "world-first" innovations, including automated terminal solutions and advanced crane designs [4][5]. - The trend towards larger and more intelligent equipment is evident, with increasing customer demands for comfort, environmental sustainability, and lifecycle cost efficiency [5]. Group 2: Shipbuilding Industry - The shipbuilding sector is characterized by its complexity and customization, reflecting a nation's industrial capabilities, with China transitioning from a follower to a leader in certain ship types [5][6]. - Jiangnan Shipyard has successfully developed large ethane carriers, receiving over 40 orders, demonstrating the importance of market responsiveness and foundational technology research for long-term growth [6]. - The shipbuilding industry is highly competitive, necessitating continuous innovation, design optimization, and efficiency improvements to meet evolving market demands [6]. Group 3: Research and Development - The Changxing Ocean Laboratory plays a crucial role in supporting innovation within the marine equipment sector, developing key technologies such as intelligent welding and deep-sea mining vehicles [7]. - These advancements not only fill domestic gaps but also support the development of high-tech vessels, enhancing China's capabilities in the global maritime industry [7].

Core Insights - The Ministry of Industry and Information Technology reported that China's shipbuilding completion volume reached 38.53 million deadweight tons from January to September 2025, representing a year-on-year increase of 6.0% [1] - New orders received amounted to 66.60 million deadweight tons, showing a year-on-year decline of 23.5% [1] - As of the end of September, the hand-held order volume stood at 242.24 million deadweight tons, reflecting a year-on-year growth of 25.3% [1] - In terms of deadweight tons, China's shipbuilding metrics accounted for 53.8%, 67.3%, and 65.2% of the global total for the three major indicators, respectively [1] - When measured by gross tonnage, these figures were 47.3%, 63.5%, and 58.6%, indicating that China continues to maintain a leading position globally [1]

Core Viewpoint - A silent battle over port fees has officially begun between China and the United States, with both sides imposing special port fees on each other's vessels. However, China's exemption clauses may render the U.S. actions ineffective and subtly shift global shipowners' choices [1][22]. Group 1: U.S. Actions - The U.S. Trade Representative's Office initiated a 301 investigation into China's maritime, logistics, and shipbuilding industries, leading to the decision to impose port service fees on Chinese vessels starting October 14. A 100,000-ton Chinese cargo ship could incur fees up to $5 million per docking [3]. - The U.S. Customs and Border Protection estimates that this move will increase costs for global shipping companies by billions of dollars annually [3]. Group 2: China's Response - In retaliation, China's Ministry of Transport announced special port fees for U.S. vessels starting October 14, covering not only U.S.-flagged ships but also those owned or operated by U.S. entities with at least 25% ownership [5]. - The fee structure is designed to increase gradually, starting at 400 RMB per net ton in 2025 and rising to 1,120 RMB by 2028, potentially costing a 100,000-ton U.S. vessel over 10 million RMB per docking in China by 2028 [5]. Group 3: Exemption Clauses - China's policy includes two exemption clauses that significantly alter the dynamics of the situation. Vessels built in China and those entering Chinese shipyards for repairs without cargo are exempt from the special port fees, providing a cost-saving option for global shipping companies, especially U.S. shipowners [7]. Group 4: Market Reactions - Following the policy implementation, U.S. shipowners face a financial decision. For instance, a 50,000-ton bulk carrier could incur an additional 20 million RMB in port fees annually if using U.S.-built ships, while opting for Chinese-built vessels could save costs and offer a price advantage of about 40% [9]. - Data shows that Chinese shipyards captured 49% of global new ship orders in 2024, while U.S. shipyards accounted for only 0.8% [11]. Group 5: Impact on U.S. Shipbuilding Industry - The U.S. shipbuilding and repair industry is feeling direct pressure, with companies like Huntington Ingalls Industries facing potential losses as clients shift to Chinese shipyards due to cost considerations [14]. - A significant number of U.S. shipping companies are considering moving their repair operations to China, with estimates suggesting this could generate over $1.2 billion in additional market for China's repair industry annually [12]. Group 6: Global Shipping Industry Response - The situation has prompted some major shipping companies to adjust their operational strategies, with firms like Maersk and Hapag-Lloyd suspending direct port calls to China for U.S.-flagged vessels [17]. - The U.S. shipbuilding industry is under pressure, leading to signs of policy adjustments, such as reduced fees for certain vessel types and exemptions for long-term leased LNG carriers [21]. Group 7: Strategic Implications - China's measures are viewed as a sophisticated policy design rather than mere trade retaliation, guiding market resources towards its shipbuilding and repair industries while maintaining market openness [22][23].

近日，新西兰将两艘大型渡轮的建造订单，交给中国船舶集团旗下的广船国际。这个订单原本由韩国现代尾浦船厂承接，但新西兰方面取消了原有项目，转 而选择中国企业。新西兰铁路部长彼得斯公开表示，对中国船厂的专业能力、技术实力和生产规模充满信心。 这个案例反映了全球造船市场格局的深刻变化。过去几十年，造船中心从欧洲转移到日本，再到韩国，如今中国正在成为不可忽视的力量。中国造船企业不 仅具备成本优势，更重要的是积累了建造各种复杂船型的经验。从大型集装箱船到液化天然气运输船，再到高端渡轮，中国船厂已经证明了自己的能力。 对此，有人直言不讳地说，选择中国就是因为便宜，商家都是追着利润走，中国工人的工资水平较低使得造船成本具有竞争力。但也有人反驳，现在早不是 单纯拼成本了，2024 年中国造船拿了全球 74.7% 的新订单，要是只靠低价，根本守不住这么大的份额。中国船厂能中标，质量和技术才是关键。 全球造船霸主的迁移从来不是简单的 "谁更便宜"，而是产业升级的自然结果。20 世纪 60 年代日本超欧美，80 年代韩国超日本，都是先靠成本优势切入， 再靠技术升级站稳脚跟。中国现在走的是同样的路，但步子更快。 这个案例或许预示着全球 ...

Group 1 - The article highlights the significant progress and achievements in China's modernization efforts, particularly in infrastructure and manufacturing sectors during the "14th Five-Year Plan" period [2][6][8] - China's shipbuilding industry has seen a remarkable increase, with domestic shipyards capturing 64.2% of global new ship orders as of mid-2023, a 15.1 percentage point increase from the previous five-year period [7] - The manufacturing sector's value added is projected to reach 33.6 trillion yuan by 2024, contributing over 30% to global manufacturing growth during the "14th Five-Year Plan" [8][12] Group 2 - The successful operation of the domestically produced large passenger aircraft C919, with over 1,000 orders received, marks a significant milestone in China's aviation industry [12] - The renewable energy sector has rapidly expanded, with China's renewable energy capacity becoming the largest and fastest-growing globally, generating 2.9 trillion kWh of electricity in a month, equivalent to the annual output of the UK [19] - The agricultural sector has achieved record production levels, with grain output expected to exceed 1.4 trillion jin in 2024, reinforcing China's food security [20][23]

Core Viewpoint - The article discusses the challenges faced by the U.S. shipbuilding industry, highlighting the difficulties in repair and production capacity, and the impact of sanctions on Korean shipbuilder Hanwha Ocean's operations in the U.S. market [2][3][4][5][6] Group 1: U.S. Shipbuilding Industry Challenges - The U.S. Navy's "Truman" aircraft carrier has faced significant repair delays, taking eight months to fix a minor collision due to limited dry dock availability [2] - The U.S. shipbuilding industry is struggling with high costs, with the price of building a ship in the U.S. being five times higher than in Asia [5] - The industry is experiencing a shortage of skilled labor, which has led to significant delays in project timelines, as seen with the Italian acquisition of a U.S. shipyard [5] Group 2: Hanwha Ocean's Role and Challenges - Hanwha Ocean has successfully completed maintenance on U.S. Navy vessels, but recent sanctions from China have severely impacted its supply chain, particularly for steel and valves [3][4] - The sanctions could lead to a 10% increase in costs for Hanwha Ocean, further diminishing its competitiveness in the U.S. market [4] - Despite promises of significant investment, the long-term issues in the U.S. shipbuilding industry cannot be resolved quickly, as they require time to develop skilled labor and a robust supply chain [6] Group 3: Future Outlook - The article suggests that the U.S. shipbuilding industry's decline is a chronic issue that cannot be fixed merely by external investment or support from foreign companies like Hanwha Ocean [6] - The potential for recovery in the U.S. shipbuilding sector remains uncertain, with ongoing delays in key projects such as the "Columbia" class submarines and "Constellation" class frigates [6]

【环球时报报道 记者 苑基荣】"印度造船业迎来了一个'历史性时刻'。"印度《经济时报》15日报道 称，法国航运巨头、全球第三大集装箱运输公司达飞海运集团与印度科钦造船厂签署了6艘液化天然气 动力集装箱船的"巨额订单"，价值约3亿美元。不少印媒直呼，这是印度第一次获得如此大的国际订 单，使得印度能够成为中国、韩国等造船大国的"替代者"。 据报道，签署的集装箱船每艘将容纳1700个标准箱，并使用液化天然气推进，这与达飞海运集团对航运 脱碳的承诺保持一致。该协议可以说是印度造船商的一项重大成就，该行业近来致力于在全球建立自己 的地位。目前，印度造船业在全球排名第16位，市场份额不到1%，印度目标是到2030年进入前10名， 到2047年进入前5名。达飞海运集团董事长兼首席执行官鲁道夫·萨德表示，虽然公司的大型船只仍主要 由中国和韩国建造，但印度为小型船只建造提供了机会。 但在造船方面，印度也面临诸多挑战。有印媒分析认为，几个主要挑战包括基础设施成本高昂、劳动力 和零部件缺口大等，像发动机、推进系统和导航设备等关键部件，印度目前依旧严重依赖进口。数据显 示，与中国、韩国和日本等同行相比，印度造船厂的成本可能会高出25 ...