Japan's modern shipbuilding industry began in the 1950s in 19 and developed rapidly in the First World War. 19 15 was 49,000 gross tons, but in 19 19, it increased to 6 10000 gross tons, ranking third in the world after Britain and the United States. From 19 14 to 1922, * * * built 64 ships with 70,000 tons. After the war, the shipbuilding industry declined sharply and expanded again after 1934. In 1944, there were 60 large and medium-sized shipyards with more than 40 berths/kloc-0 and nearly 400,000 employees. In that year, the output of ships reached 374, with a capacity of * * * 408,000 tons.

1. Joint stage of post-war recovery (1945~ 1959)

After World War II, Japan, as a defeated country, was restricted by politics and economy, and the production of ships once stopped.

In the first two years after the war, the Japanese shipbuilding industry as an arms industry was taken over by the American authorities, and four naval shipyards were dissolved. Other shipyards have also closed down and downsized. From 1946 to 1949, the output is only 65438+ ten thousand gross tons. After 1947, the U.S. policy toward Japan began to relax, relaxing the restrictions on shipbuilding, and helping to restore and develop the shipbuilding industry by booking ships from Japanese shipyards and investing in Japan. In this way, with the support of the United States, Japan took advantage of the favorable opportunity of needing a large number of ships at home and abroad after the war, and developed rapidly with low wages and good shipbuilding industry foundation.

However, at that time, Japan was inferior to western Europe in shipbuilding capacity, technical level and marine supporting industries, and its competitiveness in building export ships was weak. Since 1950s, Japan has continuously improved its shipbuilding technology, increased the automation and rationalization of its equipment, and made its competitiveness in building export ships continuously enhanced.

1952 After the establishment of the Coast Guard (the predecessor of the Maritime Self-Defense Force), the shipbuilding industry began to recover. Therefore, the Japanese shipbuilding industry has made a positive response: recruiting former naval technicians with rich shipbuilding experience to return to their old posts, establishing a ship design association, collecting a lot of relevant information, carrying out ship theory and design research, and providing the research results to the defense agency.

1953, Japanese shipyards built 16 ships (including 5 guard ships and 7 large ships) for the coast guard, with a total of 9,330 tons, and the construction cost was11600 million yen.

1956 in April, Feng Chun, the first Japanese frigate, was built at Nagasaki Shipyard of Mitsubishi Heavy Industries. In that year, the displacement of merchant ships reached 6.5438+0.75 million gross tons, surpassing Britain for the first time and ranking first in the world.

1958, the Maritime Self-Defense Force began to implement the first defense development plan. From 1958 to 1960, according to the requirements of the plan, a total of 26 ships were built, with a total tonnage of 23,620 tons and a total construction cost of about 27.6 billion yen.

2. Rapid development stage (1960~ 1974)

The 1960s witnessed the rapid development of Japanese shipbuilding industry. In view of the market demand for large oil tankers, multi-purpose ships and container ships at that time, Japan accelerated equipment investment and continuously expanded its shipbuilding capacity. The equipment investment in 1962~ 1965 was 77.7 billion yen, and the total investment in 197 1 year reached 203 billion yen, and the shipbuilding capacity increased 3-4 times in1year. 1962 merchant ship displacement was 2183,000 gross tons (about 26 1% of the world's merchant ship displacement), and the period when it increased to119.92 million gross tons (about 50% of the world's merchant ship displacement) was the second and third time for the Maritime Self-Defense Force. During the period from1962 to1966, * * built 3 1 ship, with a total construction cost of 42.3 billion yen. 1967, Japan proposed to promote the modernization and localization of weapons and equipment and improve the rear support capability. From1967 to1971year, 45 ships of about 50,000 tons were built.

In the early 1970s, Japan built 4700-ton helicopter destroyers and 1800-ton drop submarines, especially destroyers capable of carrying three anti-submarine helicopters, which attracted the attention of all countries at that time.

3. Structural transformation stage (1975~ 1989)

Since the mid-1970s, due to the global oil crisis, the output of Japanese merchant ships has dropped sharply (from 1973 to1750,000 gross tons, and from 1979 to 5.03 million gross tons, down by 7 1%). The fourth defense plan of Maritime Self-Defense Force (1972~ 1976) in this period was not completed as scheduled. Originally planned to build 54 ships with a capacity of about 69,000 tons, only 37 ships with a capacity of about 50,000 tons were actually built.

After a brief recovery in 1979, Japan's shipbuilding industry was once again depressed in 1982. Coupled with the appreciation of the yen and the emergence of emerging competitiveness such as South Korea, Japan's shipbuilding industry is in a difficult situation.

In the medium-term defense plan from 1986 to 1990, 35 ships of about 69,000 tons were built, which promoted the development of Japanese shipbuilding industry.

1996~2000, the Japanese government formulated and is implementing the "medium-term defense force development plan". In view of the fact that Japan still can't have nuclear submarines and aircraft carriers at the beginning of the next century, they regard the development of ocean-going combat equipment as the key to building an ocean-going navy in 2 1 century, making it the first in the world in terms of total tonnage, average tonnage per ship, ship age and overall combat capability. According to the plan, 16 ships will be built in five years, including 5 destroyers of 4400 tons, 3 submarines of 2700 tons, 8,900-ton amphibious landing transport ship 1 ship and 5,400-ton submarine 1 ship.

4. Development after the Asian financial crisis

1997 in the second half of the year, Japan's shipbuilding industry withstood the test of the Asian financial crisis that shocked the world. Although the shipbuilding output of major large-scale shipbuilding enterprises is mixed, the order volume of new ships has risen sharply, and the shipbuilding hand-held order reserve is sufficient. Generally speaking, the production of various shipyards is stable and the profits of enterprises have improved.

From 65438 to 0997, the overall level of Japanese shipbuilding output still ranked first in the world. Judging from the shipbuilding situation of major large shipbuilding enterprises, the shipbuilding output of Mitsubishi Heavy Industries in Japan in 1997 was 1420000 gross tons, which was 26.8% lower than that in 1996, ranking fourth in the world. The total tonnage of Kawasaki Heavy Industries is 660,000 tons, which is 57. 1% higher than that of 1996, ranking seventh in the world. 650,000 tons of steel pipes in Japan, 3 1.6% higher than 1.996, ranking eighth in the world; The total tonnage of Hitachi Shipbuilding Company is 530,000 tons, which is 22.7% lower than that of 1996, ranking ninth in the world. In accepting new ship orders, due to the sharp depreciation of the yen, the competitiveness of Japan's shipbuilding industry has been further enhanced, and new ship orders have increased substantially. According to the statistics released by Lloyd's Register of Shipping, Japan has received 643 new ship orders, accounting for 15362000 gross tonnage, accounting for 42. 1% of the total new ship orders in the world in 1997. It is 67.7% higher than that of 1996. From 65438 to 0997, the increase of Japanese new ship orders accounted for 47.5% of the increase of world new ship orders. Due to receiving a large number of new ship orders, Japanese shipbuilding hand-held orders have risen sharply. According to the statistics of 300 and 300 gross tonnage ships in the world by the German Institute of Shipping Economics in Bremen, by 1998 65438+ 10/day, the number of Japanese shipbuilding orders was 550, 1150,000. Sufficient hand-held orders made Japanese shipbuilding enterprises spend a busy year in 1997, and judging from the number of hand-held orders, at least until the middle of 2000, Japanese shipbuilding enterprises will continue to maintain this busy and prosperous situation. Under the pressure of increasing demand for shipbuilding facilities by new ship orders, Japanese shipbuilding enterprises have adjusted the production organization mode of ship construction in order to complete existing ship orders without increasing new shipbuilding infrastructure. The main measure is to adopt parallel construction method, which was forbidden in the past. Lifting the ban on the use of parallel shipbuilding is part of the shipbuilding industry adjustment plan in Japan's Ministry of Transport 1996. In addition, some Japanese shipyards also plan to increase their existing production capacity by restarting the docks that were shut down in the past. A large number of medium-sized shipbuilding enterprises in Japan adopt parallel shipbuilding mode, and at present, major large shipbuilding enterprises in Japan also adopt this mode. Mitsubishi Heavy Industries' Nagasaki Shipyard, Hitachi Shipyard's Wuhe Shipyard and Sumitomo Heavy Industries' Yokosuga Shipyard all started to build ships in parallel. Mitsubishi Heavy Industries built the 10 container ship in Nagasaki Shipyard by parallel shipbuilding method. Hitachi Shipbuilding Co., Ltd. will also build 1 1 VLCC and several Panamanian bulk carriers at Youming Shipyard by parallel shipbuilding. These bulk carriers were built by Hitachi Shipyard in order to adjust the production organization plan of Wuhe Shipyard to Youming Shipyard. Ishikawa Island Broadcasting and Grinding Heavy Industries and Kawasaki Heavy Industries will reopen shipyards or shipyards that were shut down in the past. Mitsui Engineering Shipbuilding Co., Ltd. also opened the no.3 dock that was stopped in Chiba Shipyard.

The improvement of production efficiency and the rolling of orders have improved the operation of 1997 Japanese shipbuilding enterprises. According to the statistics of Sumitomo Heavy Industries of Japan, as of the first six months of September 1997, its operating profit increased by 150% to 6.3 billion yen (about 52.5 million US dollars), and its pre-tax profit surged by 640% to 1500,000 yen compared with the same period 1996. However, compared with 1996, the sales remained unchanged at the level of124.4 billion yen. In addition, the shipbuilding department of Japan Steel Pipe Company revealed that the sales profit rate of the company 1997 fiscal year was 5%. Judging from the overall situation and the operating conditions of major large shipbuilding enterprises, Japan's shipbuilding industry has made important progress in 1997. However, due to the fierce market competition and the impact of the Asian financial crisis, the development of small and medium-sized shipbuilding enterprises in Japan has encountered great difficulties. For example, Hakodate Shipyard, a small and medium-sized shipbuilding enterprise in Japan, has difficulties in operation, and Ueshima Shipyard is also facing bankruptcy. Murakami Shipyard has filed for bankruptcy with Sendai District Court. For the Japanese shipbuilding industry, the main problem at present is that the ship price is too low, and it is difficult for enterprises to form a reasonable profit rate. In view of this situation and Japan's position as the world's largest shipbuilding country, on the one hand, Japan strives to improve shipbuilding production efficiency, reduce shipbuilding costs, further enhance competitiveness and maintain its current position; On the other hand, strategically, countries are actively called upon to limit shipbuilding capacity in an attempt to push up ship prices.

Principles and policies: In order to develop the shipbuilding industry, the Japanese government has formulated relevant laws and various protection and development policies and measures. There are 23 laws under the jurisdiction of the Maritime Technical Safety Bureau of the Ministry of Transport and laws related to its business, including 8 major laws. That is, shipbuilding law, small ship manufacturing law, temporary ship construction adjustment law, motorboat competition law, ship law, ship safety law, ship industry basic maintenance association law, and ship tonnage measurement law.

After the war, one of the main reasons for the development of Japanese shipbuilding industry was that the government formulated relevant policies and measures according to these laws and the situation in different periods, which effectively guided the shipbuilding industry.

In the late 1970s, after the oil crisis, the Japanese government actively adjusted the market and promoted the normalization of demand in order to solve the imbalance between supply and demand in shipbuilding industry. According to the Shipbuilding Law and the Interim Measures for the Stability of Specific Shipbuilding Industries, the Ministry of Transport, with the Shipbuilding Rationalization Review Council as the advisory body, makes unified arrangements for shipbuilding enterprises to reduce the operating rate and deal with the overcapacity of shipbuilding equipment. The Minister of Communications listed relevant laws and effectively implemented these measures. With the joint efforts of the government and people, the shipbuilding industry has been revived, ending the recession of more than 65,438+00 years.

1. antidepressant measures

(1) In fiscal years 1979 and 1987, the remaining shipbuilding facilities were treated twice.

(2) Enterprise merger, collectivization operation, adjustment and expansion of industrial system.

(3) A shipbuilding industry stability association purchases the processed equipment and land, and guarantees the severance payment and other debts incurred by the shipyard.

(4) Vigorously promote ship dismantling according to the Law on Temporary Measures for Promoting the Dismantling of Specific Ocean-going Ships and the subsidy system for promoting ship dismantling.

(5) According to the Monopoly Prohibition Law, the shipbuilding output of shipyards with the capacity of shipbuilding equipment of 6.5438+100,000 gross tons is restricted.

(6) Promote the development of new technologies and production technologies such as high value-added ships, 2 1 century ship supporting equipment and marine development equipment, and strengthen the R&D system.

(7) Promote international coordination, strengthen dialogue among shipbuilding countries, and stabilize the shipbuilding market order.

2. Support policies of the Japanese government

The rapid development of Japanese shipbuilding industry can not be separated from the strong support and support of the government. In order to promote the revitalization and development of the shipbuilding industry, the government has enacted many laws, and based on this, according to the development needs of different periods, timely formulated corresponding supporting policies and measures, so that Japan's shipbuilding industry can recover from the ruins of war in a relatively short period of time and become one of the world's shipbuilding powers.

After World War II, Japan's shipbuilding support policies were mainly based on the "planned shipbuilding" system and the "export credit" system. From the evolution of Japanese shipbuilding industry, we can see that these two policies have made great contributions to the development of Japanese shipbuilding industry.

1) shipbuilding policy structure and legal basis

F. Shipbuilding policy structure

Japan's shipbuilding industry is composed of private enterprises. The state regulates and regulates the shipbuilding industry through relevant laws. Policies to support the shipbuilding industry are mainly manifested in the following aspects:

Implement the shipbuilding approval system and directly or indirectly regulate the shipbuilding industry through financial and fiscal means;

Providing export credit, promoting Japanese shipyards to build ships and supporting shipbuilding industry;

Assist in industrial adjustment.

Legal basis of shipbuilding policy

Japan's shipbuilding industry is under the jurisdiction of the Maritime Technical Safety Bureau of the Ministry of Transport. 1964, which has implemented 23 laws. Among them, the laws specially formulated for the shipbuilding industry are Ship Law (promulgated by 1933), Ship Tonnage Measurement Law (promulgated by 1980), Ship Safety Law (promulgated by 1933) and Shipbuilding Law (1950) Small Ship Shipbuilding Law (promulgated by 1966), Temporary Ship Construction Adjustment Law (promulgated by 1953), Shipbuilding Industry Basic Maintenance Association Law (promulgated by 1978) and Motorboat Competition Law (19565438)

When the government formulates the shipbuilding support policy, it can not only follow the above laws, but also refer to the permanent laws such as the Small and Medium-sized Enterprise Group Law and the Small and Medium-sized Enterprise Modernization Promotion Law. During the depression of shipbuilding industry, in order to ensure the smooth implementation of industrial adjustment assistance policy, the government formulated temporary laws accordingly. For example, the Law on Temporary Adjustment of Transformation Countermeasures for Small and Medium-sized Enterprises (1976~ 1986) and the Interim Measures for the Stability of Some Depressed Industries (1978~ 1983). It is the timely formulation of these laws that has enabled the smooth implementation of various shipbuilding policies during the period of revitalization of the shipbuilding industry, improvement of international competitiveness and industrial adjustment.

Fund basis of shipbuilding policy

Development Bank and Export-Import Bank, as national financial institutions, provide financial guarantee for the implementation of shipbuilding support policies. Providing financial assistance to planned shipbuilding and export ships through these two banks is the core of Japan's shipbuilding and shipping policy. As long as Japanese shipping companies are recognized by the government and included in the shipbuilding plan, they can get preferential shipbuilding loans from the development bank. As long as the specified conditions are met, the Export-Import Bank can provide preferential export credit for the construction of export ships.

In the early 1960s, the loans provided by the Development Bank to domestic shipyards accounted for 265,438+0% of the total loans of the Bank, which rose to 45% in 65,438+0965, then decreased year by year, and decreased to 65,438+00% in 65,438+0975, and slightly increased to 65,438 in the early 1980s. It is not difficult to see that the Japanese government attaches importance to shipbuilding and shipping industry from the strength of the loans provided by the development bank for ship construction.

In addition, judging from the export credit provided by the Export-Import Bank, promoting the construction of export ships was the bank's investment focus in the mid-1960s. In its total investment, ship export credit accounted for 58%, and then began to decrease, accounting for about 8% in 1980.

To sum up, Japan's shipbuilding support policies are mainly based on the Shipbuilding Law and are directly regulated by means of examination and approval.

2) Financial support

F domestic credit

Before 1970s, Japanese shipowners of this nationality were mainly implemented through the planned shipbuilding system. This system began in 1947, but it was implemented in the form of development bank loan in 1953, and it has continued to this day.

According to the conditions stipulated by the state, Japanese shipowners can obtain preferential loans from the development bank after being approved to be included in the shipbuilding plan. The loan ratio accounts for about 70% of the ship price, and the repayment period is calculated from the principal, with the annual interest rate of 7.5% for cargo ship 15 years and tanker 13 years (including 3 years grace period). The state also gives discount to the part where the loan interest of commercial banks is higher than that of development banks. After the shipowner has obtained the priority shipbuilding loan, although there is no explicit provision in the law prohibiting shipbuilding in foreign shipyards, it has become a practice in principle to build ships built by planned shipbuilding in Japanese shipyards. Therefore, the ships that Japan plans to build are all built in domestic shipyards.

In the early 1960s, the government strengthened its support for the shipbuilding industry, and planned to greatly increase the shipbuilding output, about 2.5 million tons per year. It weakened slightly after 1970s, but strengthened again at the end of 1970s. Since 1980s, the planned shipbuilding output has been declining year by year, with only 1 year 199 10, accounting for about 920,000 gross tons.

In the negotiations of the Organization for Economic Cooperation and Development on canceling shipbuilding subsidies, the preferential shipbuilding loan system provided by Japan Development Bank was criticized by Europe and America. In this regard, Japan strongly advocates that its system is a support for the shipping industry, not an indirect support for shipbuilding. After the debate, the conclusion is that the system does not violate the export credit agreement and can be retained.

export credits

Since 1950s, the Japanese government has provided export credit for ships through the Export-Import Bank. The initial loan condition is that the loan equivalent to 60% of the ship price can be repaid in installments within 5 years after delivery, with an annual interest rate of 7.5%. After 1962, loans up to 80% of the ship price can be repaid in installments within 8 years after delivery, with an annual interest rate of 4%.

In 1960s, Japan gave great support to shipping and shipbuilding. During the period of 1960~ 1967, the credit provided by the Export-Import Bank for ship export accounted for about 80% of the bank's total loans. After 1969, restricted by the regulations of the Organization for Economic Cooperation and Development on ship export credit, the loan conditions of development banks are close to the international level. Nevertheless, the export credit provided by the bank is still about 50% of the ship price, with a repayment period of 7 years and an annual interest rate of 8%.

After 1980s, the export credit provided by the Export-Import Bank was less than 65,438+00% of its total loan. In recent years, because the loan interest rate of commercial banks is much lower than the interest rate suggested by the Organization for Economic Cooperation and Development, the export credit of banks has gradually lost its appeal. After 1989, the export credit of ships has existed in name only.

Apart from providing export credit for ships, Japan does not provide export credit with special conditions for developing countries, and the Export-Import Bank does not provide grants or direct funds. According to the conditions stipulated by the Organization for Economic Cooperation and Development, the Ministry of International Trade and Industry can provide export credit insurance for ships.

F. Industrial adjustment assistance policy

Since the late 1970s, Japan's shipbuilding support policy has shifted to supporting and assisting industrial adjustment. According to the Law on Safety Association of Specific Shipbuilding Industry (1June 1978) and the Law on Temporary Measures for Stability of Specific Shipbuilding Industry (1June 1987), Japan disposed of the surplus shipbuilding facilities twice in1June 1979 and1June 1987. The implementation target is shipbuilding enterprises with a shipbuilding equipment capacity exceeding 5,000 gross tons. According to the above two laws, the Shipbuilding Industry Foundation Maintenance Association purchases equipment and land to be treated. In the first stage of reducing shipbuilding capacity, the total amount of funds used for land purchase and equipment treatment is 96 billion yen; The second purchase cost of equipment and land of five shipyards totals 107 yen. These sources of funds mainly rely on loans from development banks and commercial banks. The repayment is divided into two parts, and the land purchase loan is repaid with the income after land resale; According to the regulations of the government, the surviving enterprise shall bear the debt repayment according to a certain proportion of the new ship price every year, and the repayment period is 10 year.

In addition to purchasing the processed land and equipment, the shipbuilding industry basic service association also guarantees the severance payment and other debts incurred by shipbuilding enterprises. In the second equipment processing stage, the association's debt guarantee for seven shipbuilding enterprises was 9.5 billion yen.

After the adjustment, the shipbuilding facilities with a gross tonnage of more than 5,000 tons in 1988 were reduced from 73 in 1986 and 6.02 million revised gross tons to 46 and 4.6 million revised gross tons. At the same time, 44 companies with an equipment capacity of more than 5,000 gross tons were reduced to 26 companies, and 2 1 group merged into 8 companies. 1989 with the improvement of the world shipbuilding market, Japan stopped implementing anti-depression measures in the shipbuilding industry. 1992 Abolishing the Law on Temporary Measures for the Stability of Certain Shipbuilding Industries.

3.2 1 Century Measures Japan's Shipbuilding Industry Should Take

In the early 1990s, Japan's shipbuilding industry came out from the bottom of the continuous depression. In order to re-develop the shipbuilding industry, meet the needs of shipbuilding in the 1990s for a long time, give full play to the role of shipbuilding industry, improve the employment environment and change the image of shipbuilding industry, according to the consultation of the Minister of Communications, the Review Committee for Rationalization of Maritime Shipbuilding put forward the principles and policies of Japanese shipbuilding industry in 219912. Measures taken under this policy include:

(1) Long-term stable supply and demand balance

Because the large-scale oil tankers built in large quantities in the 1970s have reached the age of upgrading after being used for more than 20 years, the demand for upgrading will appear in the 1990s. However, expanding shipbuilding capacity just to meet temporary demand will lead to the imbalance of supply and demand structure. Therefore, around 2000, the demand for renewal and construction will end, and the demand for new ship construction will enter a trough. Therefore, the Japanese shipbuilding industry believes that shipbuilding facilities should not be increased, but that production efficiency should be improved by mechanization and labor saving to meet the future shipbuilding demand. In order to cope with the decline in demand after 2000, new ship types should be developed to expand demand. At the same time, the production system should be improved to further save labor, thus improving the flexibility of enterprises. Therefore, it is very important for the shipbuilding industry to enhance the international understanding of the trend of the ocean-going ship market by drawing lessons from the unnecessary chaos caused by the speculative booking of ships and the random expansion of construction capacity in the past.

(2) Improve the industrial base

A. Based on the fact that Japan's shipbuilding industry has just got out of trouble, the following measures should be taken in the short term:

It is necessary to promote modernization because the ship production equipment is outdated;

It is necessary to solve the shortage of personnel and the aging of employees and improve employment conditions and working environment.

B in the medium and long term, the following measures will be taken:

Improve the structure of shipbuilding industry and strengthen the research and development system to flexibly adapt to the diversified and high-level market demand changes and create demand;

Improve production equipment and working environment.

(3) promoting international coordination

In order to overcome the problems of the world shipbuilding industry and deepen interdependence, Japan plans to promote international coordination in the following aspects:

Create a level playing field through multinational and national consultations advocated by the OECD; Strengthen the information exchange between countries on the present situation and future development trend of shipbuilding market, unify their understanding, and promote the long-term stability of supply and demand balance of shipbuilding market;

According to the international requirements of global environmental protection, promote the development of marine environmental protection technology and strive to popularize its achievements; Promote the dismantling of aging ships;

Promote technical cooperation and strengthen international technical exchanges.

4. Policies and measures for marine supporting industries

The Japanese government is taking necessary measures to get rid of the situation of fierce competition, falling prices, declining technical strength and poor management caused by the shipbuilding recession, and provide high-quality and reliable supporting equipment and machinery for the shipping and shipbuilding industries.

(1) Promote the production system of centralized production and specialized division of labor, and maintain moderate production capacity.

(2) Promote the coordination between industries in accepting orders and purchasing raw materials, and establish a stable supply system for common profits.

(3) Strengthen the development of new technologies, including software and hardware, and promote cooperation and exchanges among enterprises.

Above: Raphael's release date: 2005-12/03.

Proportional layout: 1. Number of shipyards

Japan's shipbuilding industry is very large. According to statistics, in 1988, there were 700 shipyards capable of building steel ships with a gross tonnage of more than 500 tons, and in 1990, the number was reduced to 634. These shipyards are centered in Tokyo, Yokohama, Osaka, Kobe and Nagasaki, mainly distributed in Jiuzhou and Shikoku.

1987, in order to cope with the long-term depression of shipbuilding industry, the Law on Temporary Measures for Stable Operation of Specific Shipbuilding Industry was promulgated. According to this decree, at the beginning of 1988, Japan reduced the number of companies with equipment capacity of more than 5,000 gross tons from 44 to 26, and there were seven large shipbuilding companies, namely Mitsubishi Heavy Industries, Ishikawa Heavy Industries, Mitsui Shipbuilding, Hitachi Shipbuilding, Kawasaki Heavy Industries, Sumitomo Heavy Industries and Japan Steel Pipe Corporation. Except the Japanese Steel Pipe Company, which started in iron and steel smelting, the other six companies are comprehensive large-scale heavy industrial enterprises gradually developed from shipbuilding and ship repair. These six companies are the largest shipbuilding enterprises in Japan. Companies build ships with hundreds of thousands of deadweight tons or even millions of deadweight tons every year, and the output value of ship business exceeds 350 million US dollars. According to the statistics of Nomura Research Institute of Japan, the sales of the seven major shipbuilding companies occupy a high position in the world. Their shipping business sales at 199 1 are $3.7 million ~175 million, totaling $6 billion. The shipping business of seven companies accounted for an average of 7.6%; If Japan Steel Pipe Company is not included, the average ratio of the six companies is 12.2%. In recent years, although their ship business (ship construction and marine engineering) has increased substantially, due to the simultaneous growth of non-ship business, the proportion of non-ship business has always exceeded 86%.

2. Number of employees

According to the statistics of 630 steel shipyards in Japan's Ministry of Transport, there are 89,000 shipbuilders in 199 1 year. Among them, there are 55,000 regular employees and 34,000 outsourcing workers. Compared with 1, 986,5438+0, the number of employees has decreased by half in ten years, which is only one third of the peak period of 1, 974.

The main reason for the decrease of Japanese shipbuilding workers is the long-term depression of shipbuilding industry and planned layoffs. In addition, Japan's shipbuilding industry is considered to be "dirty, tired and dangerous", with low wages and poor corporate image, especially for young people. Judging from the shortage of all kinds of personnel in Japanese shipyards, there is a serious shortage of experienced shipbuilders such as operators, designers and site managers, and there is a serious shortage of welders, pipefitters and painters among the workers, so they have to rely on outsourcers to a great extent, and the employment rate of outsourcers is constantly expanding. However, it is also difficult to hire suitable outsourcing workers, and many shipyards have to take measures such as raising wages and improving welfare facilities to attract outsourcing workers.

The aging problem of Japanese shipbuilding workers is becoming more and more serious. At present, the average age is over 40. In response to this problem, Japan is taking various measures to improve the working environment, enhance the attractiveness of employment, and promote labor exchanges between industries.

3. Support industries

In addition to these shipbuilding companies mentioned above, there were 859 marine equipment manufacturers in Japan at the end of 1990. Among them, about 265,438+00 are machinery departments of large shipyards, large enterprises and medium-sized specialized enterprises, and the rest are small and medium-sized enterprises with funds less than 65.438 billion yen. In addition, about 900 factories in Japan are engaged in the repair of small internal combustion engines and electrical installation of ships. Most of these factories are small businesses. In 1990, the number of employees in Japan's marine supporting industries was 37,000, which was only about 20% of the number of employees in 1972.

Structural system: 1. management system

Before the Second World War, Japanese ships were built with the former Japanese Navy Ship Administration Headquarters as the core, together with the Naval Technology Research Institute and four shipyards in Yokosuga, Wu, sasebo and Maihe. These four shipyards were dissolved after the war, and now all the ships Japan Maritime Self-Defense Force needs are ordered directly from private shipyards.

The development of Japanese ships is first budgeted by the defense agency, and then the chief of the defense agency decides the performance requirements of each ship according to the report of the chief of the maritime self-defense force, Mu Liao (equivalent to the chief of staff of the navy). After that, the "basic plan" was worked out after consultation with the head of the technical research department of the defense agency and the maritime self-defense force, and submitted to the chief of the defense agency for approval. The specific implementation of the "basic plan" is the responsibility of the Technical Research Department of the Defense Agency. When the shipyard receives the order to start construction, the procurement implementation department of the defense agency will send supervision inspectors to the shipyard to supervise and inspect the whole shipbuilding process.

Japan's shipbuilding system is different from that of the United States. It has no special shipyard, but is produced by a comprehensive private shipbuilding company. In large shipbuilding companies, there is generally a warship weapons headquarters, which is dedicated to building ships for the Maritime Self-Defense Force. For example, the Ship Weapons Division of Hitachi Shipbuilding Company belongs to the Marine Business Division, and is responsible for the construction, modification and repair of ships, as well as the procurement, technical service and development design of ship supporting equipment and weapons and equipment. A minister is usually the vice president or executive director of a company.

(1) scientific research management

The Office of the Ship Technology Development Officer, which belongs to the Technical Research Department of the Defense Agency, is the weapon and equipment design department of the Maritime Self-Defense Force, and is responsible for the preliminary design and detailed design of various ships. At the same time, it is also the competent department in charge of the trial production of naval vessels, and has a guiding relationship with the first research and the fifth research under the technical research headquarters.

There are two departments under the office of ship technology development: the trial production department is mainly responsible for compiling technical documents for trial production and finalization of hull, engine, navigation instruments, shipborne weapons and ammunition, and electronic equipment; The research department is mainly responsible for formulating ship design standards and hull performance, hull structure, hull outfitting, outfitting design of marine steam turbines and gas turbines, outfitting design of ordnance systems, electronic equipment and navigation instruments.

The first research institute is a comprehensive research institute, which consists of the management department and four research departments (including several research rooms). The business of the institute is to investigate, study, test and formulate standards for naval guns and explosives, marine and marine equipment, communications, electronics, electrical and physical and chemical equipment, fuels and lubricants.

The fifth research institute consists of general affairs, two research departments, an ocean laboratory and Kawasaki branch. Its research scope includes the design, investigation, test and standard formulation of underwater weapons, underwater acoustic equipment, magnetic equipment and mine-clearing equipment.

(2) Ship development plan

Japan's warship development plan can be roughly divided into planning stage, budget declaration stage, design stage and construction acceptance stage.

Planning stage

The original idea of developing a certain type of warship was put forward after analyzing and studying the situation at home and abroad, the development trend of science and technology and Japan's national defense needs. This work is undertaken by the relevant bureaus of the Defense Agency, the Joint Chiefs of Staff of the three armed forces, the General Staff of the Maritime Self-Defense Force, and relevant universities and technical research headquarters. On this basis, the ship development plan is formulated and incorporated into the national armament development plan.

F. Reporting the budget stage

After the ship development plan (scheme) is decided at the safety meeting, the budget should be carefully studied. First, the general staff of the Maritime Self-Defense Force put forward the performance requirements of the ship, and then entrusted the office of the ship technology development officer of the technical research headquarters to carry out preliminary design, determine the approximate performance data, and report the results to the general staff of the Maritime Self-Defense Force. After receiving the report, the technical department of the General Staff of the Maritime Self-Defense Force will draw up the main performance table and then notify the defense department of the General Staff of the Maritime Self-Defense Force. On this basis, the demand and budget table of manufacturing ship is formally compiled.

The Ministry of Finance of Japan examines the declared budget proposed by the Defense Agency from September of the year before the planned construction year to June of 5438+00. After reviewing and summarizing,