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The acceleration of global warming has made the contours of the Arctic route more and more clear, and the successful launch of the China Ocean Shipping (Group) Corporation's “Yongsheng†as the first flight of the Arctic marks that China has joined the ranks of pioneering Arctic shipping. The stepping of this step has also made it extremely necessary and urgent for China's shipbuilding industry to vigorously develop the development of polar ships and offshore equipment.
Sleeping in the Arctic, the shortest route to Unicom and Europe and Asia has undoubtedly opened the door to emerging markets for China's shipbuilding industry. Once the Arctic route is commercialized, a large amount of transported goods and large-scale mining energy will no longer be far away, and the demand for polar ships and offshore equipment will continue to emerge. If, according to relevant predictions, the goods transported through the Arctic route will reach 50 million tons by 2030, then we can fully estimate the ship demand for this route; if at the discretion of scientists, the world's oil and gas resources 1 /4 and most of the "combustible ice" exists under the Arctic Ocean, then we also need to estimate how much offshore equipment is needed to extract these energy sources. This will be a huge market and a market with high technology and high added value. Although China lacks technical accumulation in the development of polar ships and offshore equipment, in the face of such a potential market, Chinese shipbuilders must face up to the challenge and win a place in it.
In fact, China’s “Twelfth Five-Year Development Plan for the Shipbuilding Industry†has clearly stated that it should aim at emerging demand such as international new waterways and new routes, accelerate the development of products such as ice-boats, and expand market segments; Multi-purpose vessels, large self-breaking ice crude oil vessels, etc.; major innovation projects for polar self-breaking ships and key equipment. However, compared with other countries that have entered the field of polar ships and offshore equipment development, the technology and experience of China's shipbuilding industry are insufficient and belong to the latecomers. In view of this, we can completely follow the conventional development route, but should adopt a more effective "coordination" strategy, stand at the level of national strategy, start from the upstream and downstream industry chain, and adopt a joint approach of production, learning and research to mobilize Research institutions, the strength of various industries, and joint research and development.
It should be said that this strategy is the best choice for market latecomers. Japan, South Korea, Russia and some Nordic countries have accumulated more time in this area and have more experience in R&D and construction. A few years ago, the Norwegian Classification Society set up a strategic research team on the polar region to conduct research on ice ship and offshore equipment technology. Japan's NYK Corporation began joint research and development of polar ship power systems with other organizations in 2008. Japanese shipbuilding companies are also major builders of ice liquefied natural gas (LNG) vessels. Korean ship companies have also gone a long way in this respect. Not only have most of the ice-boat orders in recent years been in the bag, but they are also developing Arctic drilling vessels, Arctic shuttle tankers, icebreaking LNG carriers, and icebreaking container ships. Russia is an expert in the construction of icebreakers. Therefore, it is not easy to get people in this market. It is not easy to adopt a centralized resource and a joint model. This will make our work more effective and get a chance to catch up.
Compared to conventional products, ships and offshore equipment that sail in the Arctic have their own unique features, whether in structural layout, power systems, operating equipment, or in anti-fouling systems, ballast water treatment, waste oil and life. Sewage treatment, garbage disposal and other aspects have more stringent requirements. This is not a link, a partial problem, but an overall system problem, involving a number of units such as basic technology research institutions, ship technology research and design institutions, classification societies, shipping companies, shipbuilding enterprises, and supporting enterprises. Therefore, in order to efficiently complete the task of developing polar ships and offshore equipment, it is necessary to integrate these resources, establish a communication platform between them, clear the communication mechanism between them, and adopt a joint development model. This will be very beneficial for China to fill the short board faster, so as to grab more opportunities in the polar ship and offshore equipment market.
Only by analyzing the things that have not yet happened but are about to happen, can we preemptively and seize the market opportunity. Therefore, another issue related to the Arctic route is also worthy of attention in China's shipbuilding industry. That is, when the Arctic route is truly commercialized, it will greatly change the development pattern of China's coastal ports. The increase in the volume of the northern port will be a foreseeable fact. What kind of impact this will have on ship demand is also an in-depth study of China's shipbuilding industry.
Pioneering the Arctic ship and sea market