The Ministry of Industry and Information Technology of China reported on October 11 that in the first three quarters of this year, the national shipbuilding completion volume was 30.61 million DWT, down 26.4% year-on-year, of which the sea-going ship was 10.22 million revised gross tons; the newly-accepted ship order volume was 38.06 million DWT, a year-on-year increase. 147.1%, of which the sea boat was 13.84 million revised gross tons.
As of the end of September, the number of orders for hand-held ships was 113.97 million DWT, a year-on-year decrease of 5.7%, which was 6.6% higher than that of hand-held orders at the end of 2012. Among them, sea-going vessels were 39.39 million revised gross tons, and export ships accounted for 87.3% of the total.
Related Reading:
Shipbuilding base Taizhou has fallen: Mancheng Shipyard has only 10 left
It is undoubtedly an industry sorrow to pin the hope of life on the bank or even the government. But the reality that cannot be avoided is that an industry and a city are indeed the typical ecology of Chinese cities. And when the industry is dying, what else can witness the existence of a city?
Sparsely populated streets, tightly-locked workshops, and rust-covered machinery... It’s hard to imagine that this is Taizhou, Zhejiang, which is known as the “China’s small and medium-sized ship production baseâ€. It has been famous for its shipbuilding worldwide, today’s industry. scene.
In September 2013, the reporter set foot on Jiaojiang District, the most famous shipbuilding area in Taizhou. A ship was lined up on the edge of the river beach, and the gantry cranes stood on the shipbuilding base along the river. But unlike the lively scenes of the past, they are now docked there in a calm, seemingly quietly waiting for rust and decay, and more seemingly silently witnessing the decline of the city's shipbuilding industry.
Before 2012, the Taizhou shipbuilding industry experienced rapid development and rapid development for nearly ten years. The local private shipyards have reached an astonishing more than 200. The many related industries derived from this have made the ship's seemingly high-end vocabulary closely related to the life of every Taizhou people. However, in the past, the shipyards that used to be everywhere in the past have only less than 10 left to support, the industry is dying, and tens of thousands of people have been displaced. Taizhou seems to have reached dusk.
So, approaching Taizhou to build a ship, why did it happen? Why did he die and die? What kind of future will its past pass through? These have become problems that reporters have to face in interviews.
Classic death
The ebb and flow of the tide is an irresistible trend for Taizhou shipbuilders.
Around 2003, with the increase of overseas trade, the existing domestic ships can no longer meet the needs of maritime development, and the state-owned shipyards are keen on large-scale cargo ships, dismissive of the bulk carrier, which is invisibly given The biggest opportunity for the people to build a shipyard.
Geographically, Taizhou and Wenzhou are the most suitable cities in Zhejiang for the development of shipbuilding. More importantly, the maritime industry's thirst for ships caused the price of the ship to rise wildly. Usually, once a ship is built, it can double back and earn back. According to the efficiency of private enterprise shipbuilding, a 10,000-ton bulk carrier can be built in one year, which means that if the principal of a cargo ship is 150 million yuan, then you can earn 150 million yuan a year!
Who is not eager to return huge profits? For a time, shipbuilding became the hottest topic in Taizhou. In the past, Taizhou people who invested in foreign speculation, coal, and investment went home and started to build a ship with relatives and friends. They have the money to make money, and they are powerful, no matter how big or small, from tens of thousands to tens of millions. Can be a share. Soon, a number of shipyards have sprung up in the areas along the Yangtze River such as Taizhou Qiansuo, Jiaojiang, and Luqiao.
The madness of man gradually pushes this trend to a climax.
Wang Hualiang is a late-stage Taizhou shipbuilder. In 2008, under the invitation of a friend, he managed to run a 21-year clothing business in Wuhan, Hubei, and returned to Taizhou to build a ship. In July of that year, Wang Hualiang and his friends gathered together 130 million yuan to open Bandung Shipbuilding Heavy Industry Co., Ltd.
It is appropriate to use "simple and rude" to describe Wang Hualiang and his Bandung shipyard at the time.
- No technology? It doesn't matter. Compared with the formation of his own team, Wang Hualiang is more enthusiastic about subcontracting the project, decomposing the hull design drawings, subcontracting them to the various construction teams, and finally, after everyone has built them, they will be unified for acceptance and assembly. Take the bulk carrier of 60,000 tons and 70,000 tons as an example. The original production time is mostly about 2 years, and the subcontracting efficiency is obviously higher than the overall shipbuilding.
- No orders? Why do you want an order? The madness of the shipbuilding industry at that time was reflected in the problem of selling to a ship, not selling it, but only to whom. "There are too many rules required in the order, but it is a trouble for the shipyard." Even in Wang Hualiang's view, designing the shipbuilding according to the buyer's requirements was completely laborious.
Ten months later, Wang Hualiang’s first bulk carrier was officially launched. In 2009, he sold the ship to a Ningbo businessman. The buyer was very bold and had no price for the 300 million yuan price that Wang Hualiang had issued. Pick up the boat and pick up the boat.
It can be said that from 2003 to 2012, it was this kind of "simple and rude" madness that made countless Taiwanese shipbuilders like Wang Hualiang go to the next night and get rich, and the peaks and smashes quickly fell.
Too many ships will inevitably cause market saturation, but the owner of the shipyard in Taizhou will not take the lead in “selling the hand†– the shipbuilding profits are too high, and everyone wants to laugh at the end. "No one can stop, it is like playing." In 2012, Wang Hualiang suddenly found that no one came to see the ship, and after a round of rotation, not only himself, but other shipyards also wilted.
“Is there more shipbuilding?†Wang Hualiang was faint and anxious, and comforted himself. “The ship industry depression is only a temporary matter. As long as you have passed this period of time, you will still make big money in the future.â€
But this idea is obviously too naive. The collapse of Taizhou’s “Ship King†Golden Port Shipyard, and the subsequent intensive closures, made the Taizhou shipbuilders, including him, desperate. Shipbuilding is different from other industries. Ships need to be maintained at all times. Shipyards also need to spend a lot of money on site fees, electricity bills, employee salaries, etc., as well as various accidental factors such as typhoon and theft. In order to reduce losses, many people have withdrawn. Wang Hualiang also had to stop the ship being built in the factory and dismantle the semi-finished ship, and then sell the steel in tons. "It is good to get back."
In October 2012, the Bandung Shipyard officially closed down. Wang Hualiang packed his bags and returned to Wuhan.
Order gambling
In the words of another shipbuilder interviewed by the reporter, "The business is gone, the ship is not built, and the shipyard is naturally paralyzed."
In the shipbuilding business, the most important thing is the order, which is directly related to the survival of a shipyard. Therefore, from 2003 to 2012, the fluctuation curve of the order quantity and the significant change of the order payment method most intuitively reflect the rise and fall of the Taizhou shipbuilding industry.
Like many of its peers, Zhang Xiongfei's shipyard is located in Qianshou Street, Jiaojiang District, Taizhou City. This is the most densely populated area in Jiaojiang District. When the reporter saw him, he had just executed an order with a shipowner in the field. The owner is only willing to pay a 30% down payment in the early period, and the remaining money is settled at the time of delivery. Despite his dissatisfaction, he finally agreed to the other party's request.
"There is no way, now the reality is like this." Zhang Xiongfei told reporters, "I still hope that the other side will not change halfway."
In 2006, Zhang Xiongfei and his friends jointly established a shipyard. Soon, someone came to visit - a company from Shanghai hopes to buy a bulk carrier. In the subsequent understanding of the side-clicking, Zhang set out the real reason for the other party to choose him. It was originally that the other party was unwilling to pay 80% of the high cost when purchasing the ship. Therefore, after long time to talk with other shipyards, they had to find the newly opened one.
That was the most prosperous time for the shipbuilding industry in Taizhou. “It’s hard to find a boatâ€, and countless shipowners hold cash to each shipyard to buy a ship. Therefore, when the shipyard signs a shipbuilding agreement with the shipowner, it usually requires the shipowner to make a down payment of 70%~80% in a strong posture. What's more, the shipyard can still collect all the shipbuilding fees without starting the shipbuilding. Get it.
By 2008, the Taizhou shipbuilding industry began to experience depression. After several consecutive missed orders, Zhang Xiongfei discovered that many shipyards had changed the payment agreement to “5 20%â€, which means lowering the down payment, but the shipowner must place the order, hull construction, hull painting, launching the water test. 20% of the cost is paid in five stages, including the official delivery.
The time when the shipowner is holding money and asking for a boat has passed. In order to get orders, more and more shipyard owners have chosen to take the initiative. Naturally, they have also compromised on the payment method of orders. But what Zhang Xiongfei did not expect was that this seemingly reasonable payment method came to an abrupt end in 2012.
A buyer from Dalian, Liaoning insisted on only paying a 20% down payment when negotiating the agreement. Other money was waiting for the ship to be built, and repeatedly claimed that the shipyard is now in this way, either promised or replaced.
"This is simply suicide. If the other party breaks the contract, the ship will not be half-built. The other party will only lose tens of millions of yuan at most, and the shipyard is likely to waste hundreds of millions of dollars."
In Zhang Xiongfei's view, the shipyard bosses who are busy changing the payment method to grab the order ignore the most important problem: the downturn in the shipbuilding industry is not simply caused by market saturation, but the main reason is the sluggish trade industry, which ultimately affects the transportation industry and ships. transaction. In this case, the buyer is likely to find that the trade business is too bad after placing the order, and to abandon the down payment in order to reduce the loss. At that time, the shipyard that has invested a lot of money to find out who wants the money?
However, despite the irritability of this payment method, Zhang Xiongfei, who is struggling to wait for tomorrow in the industry, finally chose to "compromise." In order to ensure that he will not be bothered, he usually sends a person to the vicinity of the shipowner's location at the first time after receiving the order, and “supervises†whether the other party disappears at any time. “This kind of order is gambling, and the bet will not Will regret it."
survivor
Most of the shipyards have either closed down or withdrew in the downturn of the general ups and downs and the madness of the people. However, there are survivors.
"The collapse of the Taizhou shipbuilding industry is actually a reshuffle. It is shocking, but it is far from being horrible." Pan Xuejian, chairman of Taizhou Wuzhou Shipbuilding Co., Ltd. is undoubtedly one of the few survivors. He told reporters calmly, "The failure is an inevitable trend, just a matter of time."
In 2007, in order to earn more money, most of the local shipyard owners in Taizhou were no longer satisfied to develop only on their own sites. They were eager to “go†out and take root in other cities. Soon, including the Jiangsu Subei area, Liaoning Yingkou, Panjin, Dalian and other cities, the appearance of Taizhou private shipyard owners began to appear.
“A lot of foreign leaders came to Taizhou to attract investment. In order to attract more people to go to the factory to repair the ship, they proposed a lot of welfare benefits, including taxation, land use and other aspects of the preferential policies, it is really tempting.†Recalling At the time, Pan Xuejian was very embarrassed.
As a "class-level" figure who has been rooted in shipbuilding for decades, Pan Xuejian and his shipyard are naturally the focus of many cities. During that time, he did the most job to receive leaders from different cities, but Whenever the other party mentioned the invitation to set up a factory in the past, he always refused.
"Who knows what is going on in the past? I dare not take this risk." Pan Xuejian, who is cautious, knows that investment is a good thing, but as an outsider to other cities to develop, if there is any flaw, it may cause a devastating blow. .
“The shipyard owners are no longer satisfied with only one shipyard. They want to have a few more, so that they can build more ships every year. In order to gain greater benefits, everyone is starting to open a new shipyard.†"Pan is very sorry." "I don't want to think that the ship will have more problems that will be saturated. It is only for the immediate benefit."
Sure enough, when the shipbuilding industry experienced a depression, the bosses of the first state of Taiwan’s shipyards were the crazy expanders of the year.
Not only that, but Pan Xuejian’s “survival†has another important reason. Originally, many ships manufactured by many shipyards in Taizhou were mostly bulk carriers with low technical content, which easily caused overcapacity of the same type of ship. In order to sell the ship, many shipyard owners began to kill each other, and you sold 150 million yuan. I will sell 130 million yuan... Naturally, the profit of the shipyard will begin to decrease until it can't make ends meet. When the shipyard owner reacted and wanted to transform to a more technical ship, he found that this area was far from being covered by general shipbuilding companies.
Unlike his peers who are obsessed with low-end "killing each other", Pan Xuejian resolutely gave up the low-end market a few years ago and began to import imported parts such as power systems and communication equipment, and tentatively built high-end engineering ships. Today, Wuzhou Shipbuilding has begun to cooperate with shipping companies in Norway, Germany, Singapore and other countries and regions to directly avoid the collapse.
When the reporter asked how to treat more than 200 shipyards with a survival rate of less than 30%, Pan Xuejian categorically denied this data. In his view, only 10 companies survived today, but this is the natural law. to make.
For many shipyard owners complaining to the outside world about "terroric destruction", Pan Xuejian has more reason to disapprove. "I can't say horror. They just hope to gain sympathy. Many bosses who have entered the market have already earned their investment. Jin, when they established the shipyard in the same year, they signed a long-term land use agreement with the government, and some even bought the land where the shipyard was directly. Now even if the shipyard is closed, they only change their identity, from the factory manager. Become a landlord, but the benefits are not greatly affected."
An industry, a city
From the madness of 2003, to the tide of bankruptcy in 2012, to the sorrow of 2013, the Taizhou shipbuilding industry has undergone subversive changes in just ten years. In the eyes of countless shipbuilders, the shipyard has been "not saved."
The ass decides the head. Unlike the survivor Pan Xiongfei, when the reporter interviewed several shipyard owners, most of them identified the “culprit†of the bankruptcy as a bank. Many people think that the shipbuilding enterprise will go from glory to today, and the bank plays a “decisive roleâ€. "Destructive effect.
“When the business was at its best, the bank rushed to give you a credit loan.†A boss who had opened a shipyard explained to reporters, “Let you have the money to build a ship, and in the wilting period, the bank hides the fastest, even The cancellation of credits to many shipyards caused the shipyard to eventually close down because it did not have sufficient funds."
Indeed, in 2008, the Taizhou shipbuilding industry was gradually deteriorating, and banks defined it as a high-risk industry. The worsening reality made banks reluctant to lend large amounts of money to shipyards. It is this kind of behavior that is considered by many shipyard owners to be “not derogatoryâ€. At the same time, the bank’s cancellation of their credits has made it more difficult for them to raise funds – there is no money to make a ship, and no ship and back and forth. What makes them even more angry is that the bank does not reject the ship industry in its entirety, but is only willing to guarantee the state-owned shipyard.
The staff of a state-owned bank credit department explained to the outside world: "This overcapacity industry is too risky for banks, and naturally it is biased towards large state-owned enterprises." It is understandable to avoid disadvantages.
What makes the private shipyard owners angry is also the failure of the expectation of "government intervention" to reduce losses.
On August 4, 2013, in the next three years, the “Implementation Plan for Accelerating Structural Adjustment and Promoting Transformation and Upgrading of the Shipbuilding Industry†issued by the State Council, seven directional measures were proposed, but none of them were aimed at supporting the construction of civil shipbuilding enterprises. Instead, it explicitly encourages private shipyards to transform.
"This means that we have been abandoned!" Many shipyard owners have mentioned this point several times in an interview with reporters. "Our fate has already been decided, that is, life and death."
In fact, it is a common fact that private enterprises have "life and death", which is not new to these shipbuilders or the shipbuilding industry. To a certain extent, it is the sorrow of an industry to pin its hopes on banks and even the government. In the tide of ship closures in Taizhou, it is even weaker and more sorrowful. In fact, it is other industries and other fields derived from the shipbuilding industry in Taizhou. When it comes to steel, when the shipbuilding industry in Taizhou is the most prosperous, the price of steel is not less than 5,000 yuan / ton. Now it is already low, and it is small to those urban industries that depend on the shipbuilding industry.
Located in the Haizhimen Hotel in Qianshou Street, Jiaojiang District, the proprietress is lying slouched on the sofa. This inconspicuous hotel, once located among many shipyards, was in the throne of the shipbuilding business. Recalling the scenes of the year, the proprietress was very embarrassed. Many people made special reservations before they came, and the hotel room never had a discount. But all this has changed since 2012, the number of occupants has been decreasing, and the number of staying days has slowly changed from one week to two or three days, and nowadays it is rarely asked.
For Heye, the supermarket owner who is close to the shipyard, the primary issue he is considering now is the closure of the store. "In the past, when the shipyard business was good, many employees came to the supermarket to buy things when they got off work every day. At that time, they could make money by themselves. Now the shipyards have closed down, and the foreigners have gradually left, and the supermarket business has also deteriorated."
"Now, the daily turnover of this store has dropped by more than 80%, and sometimes it can't be sold at all. There is no need to insist on it."
It can be said that due to the subversive changes in the Taizhou shipbuilding industry, it is not only the surrounding industries, but also the living environment closely related to each Taizhou people. During the days when the reporters stayed, every day during the day, the entire former area was always empty. Most young and middle-aged laborers chose to leave. A small number of people went to work in Jiaojiang City on the other side, and most of them returned. The hometown makes people feel that they are coming to an empty city that has never been smoked, and it is not the "China's small and medium-sized ship production base" that was once prosperous.
If a city is supported by only one industry and the industry is dying, what else can witness the existence of this city?
As of the end of September, the number of orders for hand-held ships was 113.97 million DWT, a year-on-year decrease of 5.7%, which was 6.6% higher than that of hand-held orders at the end of 2012. Among them, sea-going vessels were 39.39 million revised gross tons, and export ships accounted for 87.3% of the total.
Related Reading:
Shipbuilding base Taizhou has fallen: Mancheng Shipyard has only 10 left
It is undoubtedly an industry sorrow to pin the hope of life on the bank or even the government. But the reality that cannot be avoided is that an industry and a city are indeed the typical ecology of Chinese cities. And when the industry is dying, what else can witness the existence of a city?
Sparsely populated streets, tightly-locked workshops, and rust-covered machinery... It’s hard to imagine that this is Taizhou, Zhejiang, which is known as the “China’s small and medium-sized ship production baseâ€. It has been famous for its shipbuilding worldwide, today’s industry. scene.
In September 2013, the reporter set foot on Jiaojiang District, the most famous shipbuilding area in Taizhou. A ship was lined up on the edge of the river beach, and the gantry cranes stood on the shipbuilding base along the river. But unlike the lively scenes of the past, they are now docked there in a calm, seemingly quietly waiting for rust and decay, and more seemingly silently witnessing the decline of the city's shipbuilding industry.
Before 2012, the Taizhou shipbuilding industry experienced rapid development and rapid development for nearly ten years. The local private shipyards have reached an astonishing more than 200. The many related industries derived from this have made the ship's seemingly high-end vocabulary closely related to the life of every Taizhou people. However, in the past, the shipyards that used to be everywhere in the past have only less than 10 left to support, the industry is dying, and tens of thousands of people have been displaced. Taizhou seems to have reached dusk.
So, approaching Taizhou to build a ship, why did it happen? Why did he die and die? What kind of future will its past pass through? These have become problems that reporters have to face in interviews.
Classic death
The ebb and flow of the tide is an irresistible trend for Taizhou shipbuilders.
Around 2003, with the increase of overseas trade, the existing domestic ships can no longer meet the needs of maritime development, and the state-owned shipyards are keen on large-scale cargo ships, dismissive of the bulk carrier, which is invisibly given The biggest opportunity for the people to build a shipyard.
Geographically, Taizhou and Wenzhou are the most suitable cities in Zhejiang for the development of shipbuilding. More importantly, the maritime industry's thirst for ships caused the price of the ship to rise wildly. Usually, once a ship is built, it can double back and earn back. According to the efficiency of private enterprise shipbuilding, a 10,000-ton bulk carrier can be built in one year, which means that if the principal of a cargo ship is 150 million yuan, then you can earn 150 million yuan a year!
Who is not eager to return huge profits? For a time, shipbuilding became the hottest topic in Taizhou. In the past, Taizhou people who invested in foreign speculation, coal, and investment went home and started to build a ship with relatives and friends. They have the money to make money, and they are powerful, no matter how big or small, from tens of thousands to tens of millions. Can be a share. Soon, a number of shipyards have sprung up in the areas along the Yangtze River such as Taizhou Qiansuo, Jiaojiang, and Luqiao.
The madness of man gradually pushes this trend to a climax.
Wang Hualiang is a late-stage Taizhou shipbuilder. In 2008, under the invitation of a friend, he managed to run a 21-year clothing business in Wuhan, Hubei, and returned to Taizhou to build a ship. In July of that year, Wang Hualiang and his friends gathered together 130 million yuan to open Bandung Shipbuilding Heavy Industry Co., Ltd.
It is appropriate to use "simple and rude" to describe Wang Hualiang and his Bandung shipyard at the time.
- No technology? It doesn't matter. Compared with the formation of his own team, Wang Hualiang is more enthusiastic about subcontracting the project, decomposing the hull design drawings, subcontracting them to the various construction teams, and finally, after everyone has built them, they will be unified for acceptance and assembly. Take the bulk carrier of 60,000 tons and 70,000 tons as an example. The original production time is mostly about 2 years, and the subcontracting efficiency is obviously higher than the overall shipbuilding.
- No orders? Why do you want an order? The madness of the shipbuilding industry at that time was reflected in the problem of selling to a ship, not selling it, but only to whom. "There are too many rules required in the order, but it is a trouble for the shipyard." Even in Wang Hualiang's view, designing the shipbuilding according to the buyer's requirements was completely laborious.
Ten months later, Wang Hualiang’s first bulk carrier was officially launched. In 2009, he sold the ship to a Ningbo businessman. The buyer was very bold and had no price for the 300 million yuan price that Wang Hualiang had issued. Pick up the boat and pick up the boat.
It can be said that from 2003 to 2012, it was this kind of "simple and rude" madness that made countless Taiwanese shipbuilders like Wang Hualiang go to the next night and get rich, and the peaks and smashes quickly fell.
Too many ships will inevitably cause market saturation, but the owner of the shipyard in Taizhou will not take the lead in “selling the hand†– the shipbuilding profits are too high, and everyone wants to laugh at the end. "No one can stop, it is like playing." In 2012, Wang Hualiang suddenly found that no one came to see the ship, and after a round of rotation, not only himself, but other shipyards also wilted.
“Is there more shipbuilding?†Wang Hualiang was faint and anxious, and comforted himself. “The ship industry depression is only a temporary matter. As long as you have passed this period of time, you will still make big money in the future.â€
But this idea is obviously too naive. The collapse of Taizhou’s “Ship King†Golden Port Shipyard, and the subsequent intensive closures, made the Taizhou shipbuilders, including him, desperate. Shipbuilding is different from other industries. Ships need to be maintained at all times. Shipyards also need to spend a lot of money on site fees, electricity bills, employee salaries, etc., as well as various accidental factors such as typhoon and theft. In order to reduce losses, many people have withdrawn. Wang Hualiang also had to stop the ship being built in the factory and dismantle the semi-finished ship, and then sell the steel in tons. "It is good to get back."
In October 2012, the Bandung Shipyard officially closed down. Wang Hualiang packed his bags and returned to Wuhan.
Order gambling
In the words of another shipbuilder interviewed by the reporter, "The business is gone, the ship is not built, and the shipyard is naturally paralyzed."
In the shipbuilding business, the most important thing is the order, which is directly related to the survival of a shipyard. Therefore, from 2003 to 2012, the fluctuation curve of the order quantity and the significant change of the order payment method most intuitively reflect the rise and fall of the Taizhou shipbuilding industry.
Like many of its peers, Zhang Xiongfei's shipyard is located in Qianshou Street, Jiaojiang District, Taizhou City. This is the most densely populated area in Jiaojiang District. When the reporter saw him, he had just executed an order with a shipowner in the field. The owner is only willing to pay a 30% down payment in the early period, and the remaining money is settled at the time of delivery. Despite his dissatisfaction, he finally agreed to the other party's request.
"There is no way, now the reality is like this." Zhang Xiongfei told reporters, "I still hope that the other side will not change halfway."
In 2006, Zhang Xiongfei and his friends jointly established a shipyard. Soon, someone came to visit - a company from Shanghai hopes to buy a bulk carrier. In the subsequent understanding of the side-clicking, Zhang set out the real reason for the other party to choose him. It was originally that the other party was unwilling to pay 80% of the high cost when purchasing the ship. Therefore, after long time to talk with other shipyards, they had to find the newly opened one.
That was the most prosperous time for the shipbuilding industry in Taizhou. “It’s hard to find a boatâ€, and countless shipowners hold cash to each shipyard to buy a ship. Therefore, when the shipyard signs a shipbuilding agreement with the shipowner, it usually requires the shipowner to make a down payment of 70%~80% in a strong posture. What's more, the shipyard can still collect all the shipbuilding fees without starting the shipbuilding. Get it.
By 2008, the Taizhou shipbuilding industry began to experience depression. After several consecutive missed orders, Zhang Xiongfei discovered that many shipyards had changed the payment agreement to “5 20%â€, which means lowering the down payment, but the shipowner must place the order, hull construction, hull painting, launching the water test. 20% of the cost is paid in five stages, including the official delivery.
The time when the shipowner is holding money and asking for a boat has passed. In order to get orders, more and more shipyard owners have chosen to take the initiative. Naturally, they have also compromised on the payment method of orders. But what Zhang Xiongfei did not expect was that this seemingly reasonable payment method came to an abrupt end in 2012.
A buyer from Dalian, Liaoning insisted on only paying a 20% down payment when negotiating the agreement. Other money was waiting for the ship to be built, and repeatedly claimed that the shipyard is now in this way, either promised or replaced.
"This is simply suicide. If the other party breaks the contract, the ship will not be half-built. The other party will only lose tens of millions of yuan at most, and the shipyard is likely to waste hundreds of millions of dollars."
In Zhang Xiongfei's view, the shipyard bosses who are busy changing the payment method to grab the order ignore the most important problem: the downturn in the shipbuilding industry is not simply caused by market saturation, but the main reason is the sluggish trade industry, which ultimately affects the transportation industry and ships. transaction. In this case, the buyer is likely to find that the trade business is too bad after placing the order, and to abandon the down payment in order to reduce the loss. At that time, the shipyard that has invested a lot of money to find out who wants the money?
However, despite the irritability of this payment method, Zhang Xiongfei, who is struggling to wait for tomorrow in the industry, finally chose to "compromise." In order to ensure that he will not be bothered, he usually sends a person to the vicinity of the shipowner's location at the first time after receiving the order, and “supervises†whether the other party disappears at any time. “This kind of order is gambling, and the bet will not Will regret it."
survivor
Most of the shipyards have either closed down or withdrew in the downturn of the general ups and downs and the madness of the people. However, there are survivors.
"The collapse of the Taizhou shipbuilding industry is actually a reshuffle. It is shocking, but it is far from being horrible." Pan Xuejian, chairman of Taizhou Wuzhou Shipbuilding Co., Ltd. is undoubtedly one of the few survivors. He told reporters calmly, "The failure is an inevitable trend, just a matter of time."
In 2007, in order to earn more money, most of the local shipyard owners in Taizhou were no longer satisfied to develop only on their own sites. They were eager to “go†out and take root in other cities. Soon, including the Jiangsu Subei area, Liaoning Yingkou, Panjin, Dalian and other cities, the appearance of Taizhou private shipyard owners began to appear.
“A lot of foreign leaders came to Taizhou to attract investment. In order to attract more people to go to the factory to repair the ship, they proposed a lot of welfare benefits, including taxation, land use and other aspects of the preferential policies, it is really tempting.†Recalling At the time, Pan Xuejian was very embarrassed.
As a "class-level" figure who has been rooted in shipbuilding for decades, Pan Xuejian and his shipyard are naturally the focus of many cities. During that time, he did the most job to receive leaders from different cities, but Whenever the other party mentioned the invitation to set up a factory in the past, he always refused.
"Who knows what is going on in the past? I dare not take this risk." Pan Xuejian, who is cautious, knows that investment is a good thing, but as an outsider to other cities to develop, if there is any flaw, it may cause a devastating blow. .
“The shipyard owners are no longer satisfied with only one shipyard. They want to have a few more, so that they can build more ships every year. In order to gain greater benefits, everyone is starting to open a new shipyard.†"Pan is very sorry." "I don't want to think that the ship will have more problems that will be saturated. It is only for the immediate benefit."
Sure enough, when the shipbuilding industry experienced a depression, the bosses of the first state of Taiwan’s shipyards were the crazy expanders of the year.
Not only that, but Pan Xuejian’s “survival†has another important reason. Originally, many ships manufactured by many shipyards in Taizhou were mostly bulk carriers with low technical content, which easily caused overcapacity of the same type of ship. In order to sell the ship, many shipyard owners began to kill each other, and you sold 150 million yuan. I will sell 130 million yuan... Naturally, the profit of the shipyard will begin to decrease until it can't make ends meet. When the shipyard owner reacted and wanted to transform to a more technical ship, he found that this area was far from being covered by general shipbuilding companies.
Unlike his peers who are obsessed with low-end "killing each other", Pan Xuejian resolutely gave up the low-end market a few years ago and began to import imported parts such as power systems and communication equipment, and tentatively built high-end engineering ships. Today, Wuzhou Shipbuilding has begun to cooperate with shipping companies in Norway, Germany, Singapore and other countries and regions to directly avoid the collapse.
When the reporter asked how to treat more than 200 shipyards with a survival rate of less than 30%, Pan Xuejian categorically denied this data. In his view, only 10 companies survived today, but this is the natural law. to make.
For many shipyard owners complaining to the outside world about "terroric destruction", Pan Xuejian has more reason to disapprove. "I can't say horror. They just hope to gain sympathy. Many bosses who have entered the market have already earned their investment. Jin, when they established the shipyard in the same year, they signed a long-term land use agreement with the government, and some even bought the land where the shipyard was directly. Now even if the shipyard is closed, they only change their identity, from the factory manager. Become a landlord, but the benefits are not greatly affected."
An industry, a city
From the madness of 2003, to the tide of bankruptcy in 2012, to the sorrow of 2013, the Taizhou shipbuilding industry has undergone subversive changes in just ten years. In the eyes of countless shipbuilders, the shipyard has been "not saved."
The ass decides the head. Unlike the survivor Pan Xiongfei, when the reporter interviewed several shipyard owners, most of them identified the “culprit†of the bankruptcy as a bank. Many people think that the shipbuilding enterprise will go from glory to today, and the bank plays a “decisive roleâ€. "Destructive effect.
“When the business was at its best, the bank rushed to give you a credit loan.†A boss who had opened a shipyard explained to reporters, “Let you have the money to build a ship, and in the wilting period, the bank hides the fastest, even The cancellation of credits to many shipyards caused the shipyard to eventually close down because it did not have sufficient funds."
Indeed, in 2008, the Taizhou shipbuilding industry was gradually deteriorating, and banks defined it as a high-risk industry. The worsening reality made banks reluctant to lend large amounts of money to shipyards. It is this kind of behavior that is considered by many shipyard owners to be “not derogatoryâ€. At the same time, the bank’s cancellation of their credits has made it more difficult for them to raise funds – there is no money to make a ship, and no ship and back and forth. What makes them even more angry is that the bank does not reject the ship industry in its entirety, but is only willing to guarantee the state-owned shipyard.
The staff of a state-owned bank credit department explained to the outside world: "This overcapacity industry is too risky for banks, and naturally it is biased towards large state-owned enterprises." It is understandable to avoid disadvantages.
What makes the private shipyard owners angry is also the failure of the expectation of "government intervention" to reduce losses.
On August 4, 2013, in the next three years, the “Implementation Plan for Accelerating Structural Adjustment and Promoting Transformation and Upgrading of the Shipbuilding Industry†issued by the State Council, seven directional measures were proposed, but none of them were aimed at supporting the construction of civil shipbuilding enterprises. Instead, it explicitly encourages private shipyards to transform.
"This means that we have been abandoned!" Many shipyard owners have mentioned this point several times in an interview with reporters. "Our fate has already been decided, that is, life and death."
In fact, it is a common fact that private enterprises have "life and death", which is not new to these shipbuilders or the shipbuilding industry. To a certain extent, it is the sorrow of an industry to pin its hopes on banks and even the government. In the tide of ship closures in Taizhou, it is even weaker and more sorrowful. In fact, it is other industries and other fields derived from the shipbuilding industry in Taizhou. When it comes to steel, when the shipbuilding industry in Taizhou is the most prosperous, the price of steel is not less than 5,000 yuan / ton. Now it is already low, and it is small to those urban industries that depend on the shipbuilding industry.
Located in the Haizhimen Hotel in Qianshou Street, Jiaojiang District, the proprietress is lying slouched on the sofa. This inconspicuous hotel, once located among many shipyards, was in the throne of the shipbuilding business. Recalling the scenes of the year, the proprietress was very embarrassed. Many people made special reservations before they came, and the hotel room never had a discount. But all this has changed since 2012, the number of occupants has been decreasing, and the number of staying days has slowly changed from one week to two or three days, and nowadays it is rarely asked.
For Heye, the supermarket owner who is close to the shipyard, the primary issue he is considering now is the closure of the store. "In the past, when the shipyard business was good, many employees came to the supermarket to buy things when they got off work every day. At that time, they could make money by themselves. Now the shipyards have closed down, and the foreigners have gradually left, and the supermarket business has also deteriorated."
"Now, the daily turnover of this store has dropped by more than 80%, and sometimes it can't be sold at all. There is no need to insist on it."
It can be said that due to the subversive changes in the Taizhou shipbuilding industry, it is not only the surrounding industries, but also the living environment closely related to each Taizhou people. During the days when the reporters stayed, every day during the day, the entire former area was always empty. Most young and middle-aged laborers chose to leave. A small number of people went to work in Jiaojiang City on the other side, and most of them returned. The hometown makes people feel that they are coming to an empty city that has never been smoked, and it is not the "China's small and medium-sized ship production base" that was once prosperous.
If a city is supported by only one industry and the industry is dying, what else can witness the existence of this city?
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