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On the global manufacturing stage, becoming a shipbuilding superpower usually requires the ability to build more than 100,000 tons of nuclear-powered aircraft carriers. But it's not all smooth sailing. It is not enough to be able to build a supercarrier, but two other crucial skills are required: one is to build super cruise ships with a class of more than 200,000 tons, and the other is to build super liquefied natural gas ships, or LNG ships. The last requirement is to create large and giant aircraft carriers of more than 80,000 tons. Today, there are very few countries in the world with these three manufacturing capacities, and one of them has a shipyard concentrated in the core area with a range of no more than a hundred kilometers. This means that even having the technology to make these behemoths requires huge financial and resource support to stand out in the global manufacturing industry.
However, while many countries are able to build giant aircraft carriers, their quality and management levels are gradually declining. The fundamental problem is that the civil shipbuilding industry has been in complete decline as early as two decades ago. This situation affects not only aircraft carrier manufacturing, but also the construction of LNG ships and super cruise ships. Technical lag and serious fuel consumption exceeding standards have become a problem that cannot be ignored.
The manufacturing technology of LNG ships and super cruise ships is relatively low, and the difficulty is mainly reflected in the luxury design. However, aircraft carriers of more than 80,000 tons involve many military industry secrets, so from the perspective of reflecting the strength of shipbuilding powers, LNG ships, especially thin-film LNG ships, truly reflect the top technology and comprehensive management level of shipbuilding. These ship types contain many of the top shipbuilding technologies, and some aspects are even higher than the requirements for building aircraft carriers.
The southern part of the peninsula has long been considered to be an absolute leader in LNG tanker construction technology. In some years, it even captured more than 95% of the global super-LNG ship construction market. However, it's not that simple. First of all, the thin-film LNG tanker construction technology in the southern part of the peninsula is completely dependent on the patents of a French company, and each new LNG ship built needs to pay a patent fee of one to twenty million US dollars.
Second, the southern part of the peninsula has been expanding its global market share over the past two decades by forcing profits from other industries to massively subsidize domestic shipbuilders. However, due to the decline in profits and increased fiscal pressure in the electronics industry in recent years, this subsidy has become unsustainable. The amount of patent fees paid is prohibitive compared to the profits that each new ship can create.
In addition, the core part of France's LNG thin film technology is a special 0.7 mm thick nickel-iron alloy called Invar steel. This material is very expensive and is scrapped once contaminated with water and oil. When welding Invar steel, high-level welders are required, wearing special protective clothing and sheepskin sweat-absorbing gloves.
In the past, only France produced Inwa steel in the world, but now BAO steel has broken through this monopoly and mutually authorized patents with the French side. The breakthrough was enough to deal a serious blow to the entire shipbuilding industry in the southern part of the peninsula and could result in billions of dollars in losses. The shipbuilding industry in the southern part of the peninsula is in danger of collapse, which will also have a profound impact on the shipbuilding industry throughout the West.
If the West's civilian shipbuilding industry collapses prematurely, it will make the possibility of its navy quickly gaining sea supremacy. As a result, the future of the global shipbuilding industry is full of challenges and uncertainties.
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