Page 66: of Maritime Reporter Magazine (June 1986)

WORLD SHIPBUILDING (continued) lie of Korea with 11 percent and the

People's Republic of China and Tai- wan with six percent.

Japanese shipyards secured some interesting contracts last year, in- cluding a 31,000-gt passenger ferry, the first vessel of its kind to be built there for a European owner. Nota- ble in the Japanese orderbook is the large number of vehicle carriers (22) ordered in 1985 to support the auto- mobile and truck export trade. Oth- er ship types ordered included wood chip carriers and large container- ships as well as, despite the slump in the tanker market, two very large crude carriers at the IHI and Mitsu- bishi yards. However, the announce- ment that Hitachi Zosen will cease construction of ships at its Innoshi- ma Works in early 1987, and that many other major Japanese ship- yards are making large cuts in their work forces, indicates how the reces- sion has affected even the world's

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Circle 242 on Reader Service Card 66 most successful shipbuilding na- tion.

Korea also encountered difficulty in maintaining the fierce competi- tion for new orders that it had shown in recent years. Contracts secured during 1985 were greatly reduced, and the relative absence of a significant domestic market con- stitutes a major problem for ship- building stability. Some help came from recent substantial financial backing for Korean shipowners.

Nevertheless, Korea obtained or- ders from a series of five 2,640-TEU containerships for Panamanian flag, three of 2,358 TEU for domestic registration, three 63,400-dwt bulk carriers for a U.S. owner, and a share with China and Finland of an order for five 117,500-dwt tankers for Norway.

In the People's Republic of China, a variety of different ship types was ordered including tankers, bulk car- riers, large dredges, and general car- go ships. In Taiwan, the third of a series of 305,000-dwt ore/oil carriers was confirmed for Liberian registra- tion, as well as large bulk carriers and containerships for Taiwanese owners.

Shipyards in the United Kingdom received contracts that included a 31,000-gt passenger ferry at Govan similar to the one ordered in Japan.

A floating oil production, storage and transport system was ordered at

Harland & Wolff for BP Shipping, and a 28,500-gt craneship with a lifting capacity of 4,000 tons at Sun- derland for U.K. registration. How- ever, few U.K. shipyards have con- tracts extending beyond the end of 1986.

Almost all shipbuilders in West- ern Europe are finding it difficult to secure work, even for the short term.

Only two ships of any significant size are on Norway's orderbook. In

Sweden, where the Uddevalla ship- yard is due to close at mid-86, Kock- ums AB will remain the only major commercial shipbuilder, and that

Malmo yard has announced plans to concentrate on naval construction after phasing out the production of merchant ships by 1988.

Finnish shipyards, well known for their versatility, received orders for a 24,000-gt passenger ferry and a 117,500-dwt tanker for Norwegian owners, and a 25,000-gt semisub- mersible deck cargo ship for the

USSR. Valmet shipyard recently delivered the 21,000-gt passenger vessel Birka Princess to Birka Line

AB.

Danish, Belgian and Netherlands shipyards all found the securing of substantial work difficult. A pro- gram to rationalize the shipyards in

Spain is underway in an effort to reduce capacity and increase effi- ciency.

Successful Areas

Among the more successful ship- building countries was Yugoslavia, where yards won orders for me- dium-size bulk carriers and tankers, vehicle carriers, and dry cargo ships, most of which are for export. Yugo- (continued)

Maritime Reporter/Engineering News