Great Power Ship

Chapter 259 8200 Ton Full Container Ship

Wen Dawei looked at the ship model placed on the towing rocker arm and nodded with a smile: "Yes, this is the main ship type of the next generation in our factory, the 8200-ton full container ship..."

Facing the ship type on the rocker arm, Wen Dawei personally introduced: "This ship type has a bulbous nose with a bow bow, a bow and stern building, a single deck, a streamlined balanced suspension double plate rudder, and a diesel engine is planned to be used as the main power..."

At this time, Tang Jianshe handed over a cue stick, and then asked someone to move another scale model, and then separated the ship from the middle to reveal the details of the cabin inside. Wen Dawei drew a circle on the cabin of the ship with the cue stick Quan went on to introduce: "We have set up six watertight transverse bulkheads to divide the whole ship into three cargo holds, one engine room, one deep ballast water tank, and the fore and aft peak tanks.

Among them, the cargo compartment has the largest space, especially the second and third cargo compartments are 29.1 meters long and 26.3 meters long respectively, and the opening width of the cargo compartment reaches 80%. There are grid-type guide rails in the compartment, and the containers can be loaded and unloaded along the guide rails, thereby improving the cargo loading of the ship. s efficiency! "

Wen Dawei moved the indicator stick to the deck position of the ship before the words were finished: "The deck can load ISO20 international standard size containers, eight columns and three floors, a total of 266 containers!"

As he spoke, he pointed to the cargo hold and continued: "Six rows and four layers of 214 standard containers can be placed in parallel in the cargo hold, and the whole ship can carry a total of 480 standard containers, of which 20 refrigerated containers can be carried.

Larger ISO40 containers can also be loaded on the hatch covers and aft of the superstructure if required. "

After introducing the deck and the cargo hold, Wen Dawei moved the indicator stick to the engine room: "The drive of the main engine is a fixed-pitch four-blade propeller. In the engine room, we plan to install sound insulation panels and a centralized control room equipped with air conditioning.

The entire container ship has a total length of 125.6 meters, a width of 21 meters, a draft of 10.5 meters, a full load displacement of 8200 tons, a speed of 14.5 knots, and an endurance of 10000 nautical miles..."

Listening to Wen Dawei's introduction at Wangjiahai Beach, he couldn't stop nodding. Although the 8200-ton full-container ship of Zhujiang Factory has a slightly lower overall carrying capacity than large ships with a capacity of more than [-] tons, the overall comprehensive Performance is not bad.

Especially in terms of space utilization, it can be said that it has reached the extreme, so that the total capacity of the full-load displacement of 8200 tons is greater than the current capacity of the full-load displacement of 1.2 tons, or even 1.5 tons of container ships.

The most commendable thing is that there are 20 refrigerated containers on board, which is self-evident to the customers.

After all, with the continuous deepening of international trade, some special types of goods need to be transported in cold chain mode, and the old ships before obviously lacked such equipment. Obviously, the 8200-ton full container ship of Zhujiang Factory thought of this. .

And this has become its biggest selling point.

But the most important thing is the market positioning of this 8200-ton full container ship.

We must know that the global shipping industry is ushering in a major transformation that has not been seen in many years, especially in the shipping industry such as full container ships, which is the focus of the transformation and upgrading of major shipping companies.

Its goal is also very clear, that is, to be able to load more goods, save more fuel, and use fewer people.

All in all, in a word, the more the ship owner can earn, the better.

Because of this, the third-generation full-container ships that matured in the 70s suddenly became unsavory, because major shipping companies need more economical fuel consumption, longer endurance, more cargo volume and less staffing.

So from the early 80s, the fourth-generation full container ship has become the focus of competition among major international shipbuilding companies.

Among them, Japan's Kawasaki Heavy Industries stands out in this regard, relying on the technology accumulated over the years and relying on the advantages of Japan's entire industrial chain, it stands out in the fierce competition of the fourth-generation full container ship.

Even in some respects, the industry standard for full container ships has been re-enacted.

Relying on the decline of the civilian shipbuilding industry in the United Kingdom and the United States, South Korea has inherited a lot of shipbuilding technology from Europe and the United States, and took advantage of the favorable opportunity of the transformation of full container ships from the third generation to the fourth generation to quickly integrate national resources to attack this market.

Although the overall technology is not as good as that of Japan, South Korea’s ship types are mainly cost-effective, and at the same time relying on the financial services provided by South Korea’s national financial institutions, they can provide very humanized financial services for interested ship owners, so they are also in this area. Divide into a large cake.

Of course, China has also noticed the changes in the world shipping industry, and naturally wants to make a fortune from it. The problem is that the current domestic shipbuilding industry is too scattered, and the popularity of advanced technology is not high, which makes its own ship competitiveness compared with that of Japan and South Korea. By a large margin.

Not only that, due to the lag of the domestic financial service industry, it has limited support for the shipbuilding industry, especially for shipowners, which can be said to be completely blank in financial services, which has also led to many intentional cancellations of cooperation with domestic shipyards. idea.

After all, a ship costs 6000-[-] million US dollars, and [-]-[-] million US dollars is not uncommon. Let alone whether these shipowners can get so much progress with a one-time payment, even if they can, some shipowners are not willing to do so. Dry.

Because the interest of financial services in the shipping field is usually not high, the shipowners can cover the money with the rent or freight of the new ship, so that only the net assets of the new ship remain on their balance sheet. In this way, you can continue to mortgage to apply for new loans, buy newer and better ships, and expand your own fleet. After the formation of scale effect, profits will continue to fly into your pockets.

The whole routine is a bit like real estate speculation 30 years later, but it is more secure and efficient than real estate speculation. After all, there are not many people in the world who can use such a large amount of money to do this, so these people are shipbuilders everywhere. The guests at the table, the discounts that can be given are all given in place without even frowning.

Japan and South Korea are relying on this set to attract several major ship kings from Greece, Norway and Sweden, thereby obtaining a considerable amount of ship orders.

Due to various reasons in China, this supporting financial service system cannot be completed, and weak market competitiveness is inevitable, but a living person cannot be suffocated to death by urine.

Therefore, Zhujiang Factory took another approach, instead of competing with Japan and South Korea for the fourth-generation full-container ships of large tonnage, but focused on the 8200-ton tonnage that Japan and South Korea could not take care of.

You know, a large-tonnage full-container ship is like a long-distance heavy-duty truck. Transport heavy duty.

Like medium trucks, light trucks or even triple jumpers in a cargo terminal.

After all, large container ships with tens of thousands of tons can only call at those few deep-water ports. As for other medium-sized ports and small ports, they are naturally dominated by medium-sized container ships.

Since large container ships need the fourth generation, medium-sized ones don't?
The answer is obvious, naturally it is more needed!
(End of this chapter)