History of Ships and Ship Power Systems

What is a Ship?

A ship is a tool used for water transportation, utilizing the buoyancy of water and the pulling, dragging, rowing, or pushing force generated by manpower, sails, or engines.

Ships can be categorized based on their use into military vessels and civilian ships. Military vessels include various warships, submarines, aircraft carriers, and more. Civilian ships include the following:

Ancient History of Boats and Ships

Throughout history, human beings have increased their skills and wisdom through living practices and struggles with nature, creating countless civilizational assets, among which ships are one of the most significant.

In the distant past, when ancient people relied on gathering and hunting for survival, they lived in a situation where deep-water fish could not be caught, wild animals on the opposite bank could not be hunted, and floods could not be escaped. Inspired by the natural phenomenon that certain objects like leaves, reeds, trunks, and gourds can float on water, our ancestors began crafting the earliest water tools - floats.

China has a long history of navigation and shipbuilding. Archaeological evidence shows that as early as 7,000 years ago, our ancestors were floating on the water, fishing while sitting on a log, or crossing a river while holding a piece of wood.

The appearance of dugout canoes and rafts marked an important step in human conquest of rivers and development of water transportation.

In regions of China where wood and bamboo were scarce but hunting was abundant, ancient people would skin animals, dry the hides, sew them into bags, and then inflate them to create airtight, buoyant pouches. These skin floats could be used to cross rivers.

According to records in the "I Ching" (Book of Changes), as early as the Paleolithic era, ancient people would string together three or four gourds, tie them around their waist (known as a "waist boat"), and use them to increase buoyancy when crossing water. This was one of the earliest water-crossing tools used by the ancient Chinese laborers and is considered a precursor to the modern life buoy.

Building on the construction of rafts and skin floats, ancient people further enhanced these by fixing skin floats beneath wooden or bamboo rafts as water-crossing tools. This provided greater buoyancy and helped prevent people and goods from getting wet. This innovation, known as the skin raft, is regarded as the precursor to the modern life raft

Ancient people gradually discovered that by holding a wooden board and paddling or using a stick or bamboo pole to push against the riverbed, they could propel dugout canoes and rafts forward. This led to the development of various tools such as paddles, with the upper part cylindrical and the lower part flat (wooden paddles), oars resembling fish tails, and more efficient poles that could also steer the vessel. These innovations provided propulsion and allowed for control over the direction of the boat, ensuring it no longer drifted with the current, thereby making it safer. This marked the first revolution in ship propulsion, transitioning from no power to human-powered vessels.

Building on the use of paddles, oars, and poles, ancient people further developed tools like the rudder, which allowed for directional control by turning, and stone anchors, which enabled ships to remain stationary in the water without drifting. These advancements represented the early prototypes of modern ships, marking the beginning of the history of human shipbuilding.

As time passed, people realized that dugout canoes and rafts were difficult to control and prone to accidents. Moreover, sitting in them for long periods caused discomfort, such as back pain. Around 3,000 years ago, the wooden plank boat was invented, operated using oars, paddles, and poles. This type of boat was safer than dugout canoes and rafts, and it could carry more cargo. The transition from dugout canoes to plank boats marked a significant leap in the history of ancient Chinese shipbuilding. No longer constrained by the natural shapes and sizes of wood, humans could now process materials according to their needs and comfort, laying the foundation for further development and modification of ships.

Through long-term navigation practice, people discovered that wooden plank boats had poor adaptability to wind conditions. Against the wind, they would either move backward or sway from side to side, and they could only sail smoothly when the wind was favorable. Inspired by the impact of wind on the navigation of wooden boats, the idea of harnessing wind power for navigation naturally arose. This led to the invention of the sailboat—the earliest form of a vessel that used natural resources, specifically wind, to aid in its movement.

Initially, sails could not rotate and were only useful when the wind was favorable; otherwise, the sail had to be lowered, and oars were used. However, as navigation practices evolved, it was gradually discovered that even with unfavorable winds, if the sail was set at a certain angle to the wind, it could still harness the wind to push the boat forward. This led to the creation of rotatable sails, allowing ships to move forward even against the wind. With sails used when there was wind, and oars when there wasn't, ships became more maneuverable, faster, and capable of maximizing the use of wind power for long-distance exploration and warfare. This marked the second revolution in ship propulsion—transitioning from human power to harnessing natural forces—and was a significant advancement in the history of shipbuilding.?By the Qin Dynasty, China was capable of building large sailboats that were 30 meters long, 8 meters wide, and could carry up to 60,000 kilograms, suitable for ocean voyages.

The first peak in the development of China's shipbuilding industry occurred during the Qin and Han dynasties, with the most representative type of ship being the "tower ship" (lou chuan). By the Han Dynasty, tower ships with rudders that were over a hundred feet long could be built. The tower ship was named for its tall, wide structure, resembling a multi-story building. Primarily used in warfare, these large ships with high towers could accommodate hundreds of soldiers, making them effective for both long-range attacks and close combat. Tower ships were the main force in ancient naval battles and are considered the earliest form of a navy in Chinese history.

In addition to warfare, tower ships were also used as luxury pleasure boats. The large, luxurious vessels used by officials for travel along the Grand Canal were the most elaborate, reaching up to 200 feet in length and featuring five levels of cabins. The structure and design of these ships were exquisite and intricate, with finely carved details and lavish decorations in gold and jade. The craftsmanship was highly refined, making these tower ships the precursors to modern cruise ships.

The second peak in the development of China's shipbuilding industry occurred during the Tang and Song dynasties, with the most representative type being the "cart ship" (che chuan) invented by Li Gao during the Tang Dynasty. This type of ship was equipped with wheels on its sides, hence also known as the "wheel ship." The cart ship was an innovative improvement on the paddle boat, where paddles were powered by hand, but the cart ship was propelled by foot power. This inventive technology was inspired by the ancient waterwheel irrigation system. Wheels were symmetrically installed on the sides or at the stern of the ship, and paddle blades were attached to the wheels. By manually pedaling, the ship was propelled forward. This was a significant technological invention?in ancient shipbuilding.

By the Song Dynasty, cart ships were widely used, and Gao Xuan, a renowned carpenter, crafted over ten types of cart ships in various sizes. These ships were equipped with 2 to 8 wheels, with some having up to 24 wheels. During the Southern Song Dynasty, large cart ships with three levels and capable of carrying a thousand people were developed.

Various forms of cart ships continued to be used in China until the mid-Ming Dynasty, and even into the early 20th century, a few cart ships still existed in southern China. This demonstrates the significant role that cart ships played in the development of Chinese shipbuilding.

During this period, ships were not only diverse and large in size, but they also boasted advanced craftsmanship, sturdy structures, high load capacity, fast navigation, and safety and reliability. By the Song Dynasty, large wooden ships capable of carrying more than 200,000 kilograms were being constructed.

One of the significant developments in shipbuilding during this era was the introduction of the "sha ship," which had a square bow and stern, providing strong resistance to pitching. This ship type became one of the main designs for inland river, coastal, and ocean-going vessels from the Tang to the Qing Dynasties. Another important innovation was the use of watertight compartments, where the ship's hold was divided into several sections with partition boards that were sealed to prevent water ingress. The Song Dynasty sea-going ship unearthed in Ningbo featured a prominent keel made of pine wood, six watertight bulkheads, and an anti-roll keel at the bottom of the hull—technological advancements that were 600 years ahead of their time compared to foreign ships.

The third peak in China's shipbuilding development occurred during the Ming Dynasty, with the representative type being the "two-headed ship," also known as the Ming warship or treasure ship. These ships were equipped with rudders at both ends, allowing them to sail eastward with a west wind and westward with an east wind. The ability to rotate and maneuver freely made them extremely versatile in navigation.

The shipbuilding industry during the Ming Dynasty reached an unprecedented level in terms of the distribution of shipyards, the scale of production, and the completeness of supporting facilities. This period marked the pinnacle of ancient Chinese shipbuilding. The voyages of Zheng He's fleet, which made seven expeditions to over 30 countries across Asia and Africa, stand as one of the greatest achievements in the history of sail-powered navigation. These voyages made significant contributions to long-distance maritime exploration and brought Chinese maritime activities to their zenith, marking the final chapter in the history of ancient Chinese shipbuilding.

Modern Shipbuilding History

Since the invention of the sailboat, sailboats have been used on the oceans to transport people and goods. Ship hull materials evolved from wood to modern steel, and with the development of shipbuilding materials and sail technology, ships became larger, carried more cargo and people, and their functions became more sophisticated.

By the 19th century, with the advent of steam engines invented by British engineer James Watt, sailing ships began using steam engines for power. In 1807, American inventor Robert Fulton built a steam-powered paddleboat named the Clermont, replacing manual paddling with paddle wheels, revolutionizing ship propulsion.?The steam-powered ship era began, marking the third revolution in ship power.

With the advent of the steam engine and the rise of modern industry, sailboats, which had dominated the seas for thousands of years, gradually faded from the historical stage. By the 19th century, ship propulsion entered the "Steam Age," and steam-powered ships, with tall smokestacks belching black smoke, began to navigate the world's oceans.

The propulsion tool used by steamships was the paddle wheel, hence these vessels were also known as paddle steamers. A paddle wheel was a rotating wheel with blades attached around its perimeter, installed on the sides or stern of the ship. The steam engine powered the paddle wheel, causing the blades to push against the water and propel the ship forward. Depending on its position, the paddle wheel could be classified as either a side paddle wheel or a stern paddle wheel. Although the paddle wheel was more advanced than previous propulsion methods like poles, oars, and sculling, its structure was still bulky and its efficiency relatively low. Particularly in rough seas, when the paddle blades partially or fully emerged from the water, the ship would struggle to maintain stable navigation due to wind resistance, and the blades were prone to damage in such conditions.

Eventually, steam-powered ships were replaced by diesel engines, leading to the fourth revolution in ship power, characterized by high single-engine power, reliability, low fuel consumption, and increased efficiency.

With technological advances, diesel engines have become the dominant power source for ships.

In 1835, British engineer Francis Pettit Smith created a model of a ship equipped with a propeller, which caught the attention of shipbuilding experts. Upon further study, it was discovered that installing a propeller, composed of 3 to 6 helical blades, at the stern of a ship allowed the blades to push against the water when rotated. The water's reactive force became the ship's propulsive force. This method of propulsion, using the rotational motion of a screw-shaped propeller, offered several advantages over paddle wheels: it had a simpler structure, greater reliability, more powerful thrust, higher efficiency, lower noise, less vibration, better comfort, and since it operated underwater, it was less prone to damage. These benefits naturally led to the propeller replacing the paddle wheel as the primary propulsion tool for ships. The introduction and use of the propeller are considered a significant advancement in the history of shipbuilding.

Today, most modern ships are propelled by propellers, and thus paddle steamers quietly faded from the maritime stage. However, for the sake of convenience, people continued to refer to ships propelled by propellers as "steamships" or "steamers."

In 1897, German inventor Rudolf Diesel successfully created a diesel engine that could operate safely, marking a significant milestone in the history of ship development. Due to its high single-engine power, strong reliability, and low fuel consumption, the diesel engine gradually replaced the heavily polluting and inefficient steam engine, initiating the fourth revolution in maritime propulsion.

The Russian tanker Vandal and the French ship Petite-Pierre were among the first vessels equipped with diesel engines in 1903. In 1910, the first diesel-powered ship registered with Lloyd's Register, the single-screw tanker Vulcanus, and in 1912, the Danish-built twin-screw vessel Ceylandia (powered by two four-stroke eight-cylinder diesel engines) began to pave the way. Since then, diesel engines have continued to evolve, with increasing power, improved safety and reliability, reduced fuel consumption, enhanced economic efficiency, higher thermal efficiency, and longer maintenance intervals. Their ease of starting and adaptability to various types of vessels have solidified their dominant position in maritime propulsion, with the vast majority of commercial ships now using diesel engines as their primary power source.

With advancements in science and technology, the application of advanced navigation equipment such as radar, sonar, radio, electronic charts, meteorological navigation, and satellite communication has made maritime navigation safer. At the same time, the new generation of smart control diesel engines (commonly known as electronically controlled diesel engines) has emerged, accompanied by a decreasing reliance on single fossil fuels. Low-carbon/zero-carbon fuels like LNG, LPG, methanol, biofuels, hydrogen, and ammonia have come into the spotlight, marking what could be considered the fifth revolution in maritime propulsion. However, this revolution is not about changes in propulsion methods but rather about advancements in control methods and alternative fuels.

The Development History of Modern Shipbuilding in China

China has been renowned for its shipbuilding industry since ancient times. From the primitive dugout canoes of ancient days to the modern supertankers, the industry has evolved through several stages: from the raft era and sailing ships to steam-powered vessels, diesel-powered ships, and smart control diesel ships. It is now entering the era of dual-fuel engine vessels. Over thousands of years, China's shipbuilding industry has achieved remarkable success.

The modern shipbuilding industry in China began in 1865 with the establishment of the Jiangnan Arsenal and the Fuzhou Navy Yard by the Qing government. However, due to political reasons and international factors, the development of China's shipbuilding industry progressed very slowly.

After the founding of the People's Republic of China, generations of shipbuilders, inspired by military and industrial spirit, closely aligned their work with national destiny. They demonstrated a sense of mission and responsibility, continually reaching new heights in the great process of national rejuvenation, and gradually developed into a backbone of the national economy and a cornerstone of national revival.

The development of China's modern shipbuilding industry can be divided into four stages:

First Stage: 1949–1978, The Initial Phase

Starting from a state of poverty and backwardness, the country vigorously developed the shipbuilding industry. In 30 years, a comprehensive and relatively complete shipbuilding industrial system was established, laying the foundation for China's modern shipbuilding industry. Major achievements during this period include:

The first large Yangtze River passenger-cargo ship: On July 16, 1954, the first large Yangtze River passenger-cargo ship, Minzhong (later renamed Dongfanghong 31 and Jianghan 14), was designed, built, and inspected by New China. The ship was 84.5 meters long, with four decks, capable of carrying 947 passengers and 350 tons of cargo. It was equipped with comprehensive living and entertainment facilities, making it one of the most luxurious ships of its time.

The First Ocean-Going Cargo Ship:?The first ocean-going cargo ship designed and built in China was the 5,000-ton coastal cargo ship Heping 25 (later renamed?Heping). The construction of this ship began on November 21, 1957, at the Dalian Shipbuilding Yard (then known as Dalian Shipyard Group). It was launched on May 6, 1958, commenced trial voyages on August 26, 1958, and was completed and delivered to the Shanghai Maritime Bureau on August 31, 1958. This vessel, designed entirely in China, was used for long-haul voyages to Southeast Asia and Africa.

The ship had a total length of 115.5 meters, a beam of 16 meters, and a depth of 9.5 meters. It had a full-load displacement of 8,730 tons, a cruising speed of 13 knots, and a range of 2,400 nautical miles. It was also classified by the Soviet Union’s maritime classification society.

The First 10,000-Ton Ocean-Going Cargo Ship Designed and Built in China:?On December 31, 1965, China’s first 10,000-ton ocean-going cargo ship, Dongfeng, was delivered at the Jiangnan Shipyard. Designed and built entirely in China, with materials and equipment largely sourced domestically, this ship marked a significant milestone.

The Dongfeng had a total length of 161.4 meters, a beam of 20.2 meters, and a depth of 12.4 meters. It had a deadweight of 13,488 tons and a displacement of 17,182 tons. The ship passed national inspection on January 8, 1968, setting a precedent for the design and construction of 10,000-ton vessels in China and providing valuable experience for future projects of similar scale.

Second Stage: 1979–1999, Initial Development Phase

After the reform and opening-up period, China’s shipbuilding industry accelerated its development, increasing annual shipbuilding output to nearly 2 million tons over 20 years. Major achievements during this period include:

In January 1982, the 27,000-ton ocean-going bulk carrier Great Wall was completed and delivered by the Dalian Shipyard. This vessel was China’s first export ship built to international standards and the first large export ship independently designed and constructed by China?after the reform and opening-up, adhering to international norms. The Great Wall made its maiden voyage to the United States, and after extensive testing, it was found that none of the thousands of welds were defective, and there was no paint peeling on the ship. It fully met the contract requirements. This marked the beginning of China’s shipbuilding industry gaining international recognition and rapidly entering the global market.

On August 20, 1998, Dalian New Shipbuilding Heavy Industry and the National Iranian Oil Tanker Company signed a contract in the Great Hall of the People in Beijing for the construction of five 300,000-ton Very Large Crude Carriers (VLCCs). This marked China’s first venture into building VLCCs. On August 31, 2002, China delivered its first 300,000-ton VLCC, the Iran Delvar. The successful completion of this project, the first of its kind for China, signaled China's entry into the exclusive group of nations capable of constructing VLCCs. This achievement broke the previous dominance of Japan and South Korea in the VLCC market.

Third Stage: 2000–2011, Rapid Growth Phase

Entering the new millennium, China's technological level and shipbuilding capabilities saw significant improvements, propelling the shipbuilding industry into a phase of rapid growth. Annual production surged from 2 million tons to 76.65 million tons, making China the third-largest shipbuilding nation in the world, following Japan and South Korea. Major achievements during this period include:

On April 3, 2008, Shanghai Hudong-Zhonghua Shipbuilding Co. delivered China’s first domestically built liquefied natural gas (LNG) carrier, the Dapeng Hao.

In 2010, With national policy support and technological innovation, China's shipbuilding industry continued to break through technical barriers. Manufacturing capabilities were continually enhanced, and new orders increased China's market share globally. By 2010, China had become the world leader in the three major shipbuilding indicators—shipbuilding completions, new orders, and order backlog—establishing itself as the most influential shipbuilding nation in the world.

Fourth Stage: 2012–Present, Structural Adjustment Phase

With advancements in smart manufacturing, industrial internet, artificial intelligence, and 5G technology, the global shipbuilding industry has entered a phase of structural adjustment. China has seized this development opportunity, gradually transitioning its shipbuilding industry towards greater intelligence, digitization, and informatization. Major achievements during this phase include:

On September 25, 2012, China’s first aircraft carrier, Liaoning (Hull No. 16), was officially delivered after completing its construction and sea trials at Dalian Shipyard. The commissioning of the?Liaoning?marked a significant milestone for the Chinese Navy, representing a "zero breakthrough" in aircraft carrier development and a crucial step toward becoming a maritime power. With this achievement, China became the only country capable of simultaneously building aircraft carriers, large LNG carriers, and large tankers.

On December 5, 2017, the 38,800-ton intelligent ship Dazhi made its debut. The vessel has a total length of 179.95 meters, a beam of 32 meters, a depth of 15 meters, and a design draft of 9.5 meters. It has a service speed of 14 knots, a deadweight of 38,500 tons, and a cargo hold capacity of over 50,000 cubic meters.

The Dazhi?is equipped with several pioneering technologies:

- The world’s first autonomous learning ship intelligence information platform (SOMS).

- The world’s first intelligent application low-speed main engine meeting intelligent ship regulations.

- China’s first self-developed intelligent main engine remote control system.

These features enable the ship to have full information sharing, autonomous assessment and decision support, ship-shore integration, and smart capabilities throughout its entire lifecycle.

On January 15, 2019, the world’s first 85,000 cubic meter Very Large Ethane Carrier (VLEC) was delivered by Dalian Shipbuilding Industry Co., Ltd. The vessel has a total length of 231.6 meters and a beam of 36.6 meters. It features the world’s largest and heaviest Type C liquid tank, designed using advanced tri-lobe technology to increase the cargo capacity by 20%. Additionally, it is equipped with MAN's patented first ethane/diesel dual-fuel low-speed main engine.

On June 22, 2019, Dalian Shipbuilding Industry Co., Ltd. successfully delivered the world’s first 308,000-ton Very Large Crude Carrier (VLCC) with intelligent features, named Kai Sheng. The Kai Sheng is the first VLCC to integrate advanced smart technologies, including:

- Automated navigation and steering assistance

- Intelligent cargo management

- Integrated energy efficiency management

- Equipment operation and maintenance

- Ship-shore communication integration

This vessel incorporates the expertise of several key players in the shipbuilding industry and is also the first ship to receive the i-SHIP (I, N, M, Et, C) and OMBO one-man operation class notation from the China Classification Society.

On December 17, 2019, China’s first completely independently designed, built, and equipped domestically produced aircraft carrier, the Shandong(Hull No. 17), was delivered to the Navy.

On September 22, 2020, the world's first 23,000 TEU dual-fuel-powered container ship, the CMA CGM Jacques Saadé, was named and delivered at the Shanghai Changxing Island Shipyard. Built by Hudong-Zhonghua Shipbuilding and China Shipbuilding Trading for the French shipping group CMA CGM, the vessel is nearly 400 meters long, with a beam of 61.3 meters, a cargo hold depth of 33.5 meters, and a deadweight of nearly 220,000 tons. It is currently the largest container ship in the world and the first ultra-large container ship to feature a dual-fuel propulsion system.

On July 22, 2021, the CSSC WinGD X52, the world's first marine low-speed engine with an onboard SCR (Selective Catalytic Reduction) system, was officially launched globally. Developed independently by China Shipbuilding Group's CSSC Power Group and manufactured by Dalian Marine Diesel Engine Co., Ltd., this engine represents a significant breakthrough in the field of ship propulsion technology. The successful development of the CSSC WinGD X52 is a milestone in China Shipbuilding Group's journey of independent innovation in the maritime power sector. It signifies a new level of capability in China’s ship propulsion research, manufacturing, and service, and enhances the self-sufficiency of China’s marine power industry chain, injecting new momentum into the high-quality development of China’s shipbuilding industry.

On February 28, 2022, the world's first LNG dual-fuel Very Large Crude Carrier (VLCC), Yuan Rui Yang, was delivered by Dalian Shipbuilding Industry Co., Ltd. to COSCO Shipping Energy. The Yuan Rui Yang is designed with a total length of 333 meters, a beam of 60 meters, and a depth of 30.5 meters. It primarily uses LNG as fuel and meets the third-phase requirements of the Ship Energy Efficiency Design Index (EEDI). The vessel achieves a 99% reduction in sulfur oxide emissions, a 98% reduction in particulate matter emissions, and complies with the International Maritime Organization's most stringent nitrogen oxide emission standards. The successful delivery of this ship highlights China’s leadership in applying green, eco-friendly, and energy-efficient technologies to large oil tankers and represents a breakthrough for China Shipbuilding Group in the field of clean energy propulsion technology.

On May 20, 2022, the world’s first 100,000-ton smart fisheries large-scale aquaculture vessel, Guo Xin No. 1, was named and officially renamed Lu Ji Yu Yang 60616. The vessel is 249.9 meters long, 45 meters wide, and 21.5 meters deep, with a deadweight of 100,000 tons and a displacement of 130,000 tons, equivalent to two aircraft carriers. It features 15 aquaculture compartments and is entirely independently designed, developed, and built by China. It is also the largest, most functional, practical, and reliable fishing vessel in the world.

On June 22, 2022, the world’s largest 24,000 TEU ultra-large container ship, Chang Yi, was delivered by Hudong-Zhonghua Shipbuilding, a subsidiary of China Shipbuilding Group. This vessel represents a significant breakthrough in the construction of top-tier ultra-large container ships.

The Chang Yi measures 399.99 meters in length, 61.5 meters in width, and 76.5 meters in height, with a deck area of 24,000 square meters—equivalent to 3.5 standard soccer fields. The cargo hold has a depth of 33.2 meters and can carry over 24,000 standard containers, with a cargo capacity of 240,000 tons. The hold and hatch cover can stack containers up to 25 layers high, comparable to a 22-story building, and is equivalent to the capacity of 480 China-Europe freight trains. This ship is currently the largest container ship in the world by container capacity?and is often referred to as a maritime behemoth.

Following its delivery, the Chang Yi will be classed by the American Bureau of Shipping and will be deployed on routes from the Far East to Europe.

On February 21, 2023, the new-generation high-performance ultra-large container ship COSCO Kawasaki 335, built in China, set out for its maiden voyage from Nantong, Jiangsu. The vessel measures 399.99 meters in length and 61.3 meters in width, with a container capacity of approximately 24,000 TEUs. It integrates cutting-edge technologies in shipbuilding, featuring advanced safety, energy efficiency, environmental protection, and high levels of intelligence. Its comprehensive performance is on par with the top designs from Japan and South Korea. The COSCO Kawasaki 335 represents an excellent example of China’s independently developed and designed next-generation ultra-large container ships and is also one of the largest environmentally friendly container ships in the world.

On May 22, 2023, the MSC Gemma, independently developed and designed by Hudong-Zhonghua Shipbuilding under China Shipbuilding Group, was named and delivered at the China Shipbuilding Changxing Island Shipyard. The vessel measures 399.99 meters in length, 61.5 meters in width, and 33.2 meters in depth. It can stack up to 25 layers of containers and has a deadweight of approximately 240,000 tons. With a capacity to carry 24,116 standard containers, the MSC Gemma is truly a "maritime behemoth."

On July 24, 2023, the first domestically produced large cruise ship, Adora Magic City, completed its inaugural sea trial after eight days and seven nights at sea, successfully performing all test items. This milestone marks the transition of China’s first large cruise ship from blueprint to blue ocean, and from Shanghai to the sea. The Adora Magic City is 323.6 meters long, with a gross tonnage of 135,500 tons, stands 24 stories high, and features 2,125 cabins, with a maximum passenger capacity of 5,246. On November 4, 2023, the ship was officially named and delivered in Shanghai.

On May 8, 2024, China’s first fully independently designed and built catapult-type aircraft carrier, Fujian (Hull Number 18), successfully completed its 8-day inaugural sea trial and returned to the Jiangnan Shipyard dock.

Conclusion

Currently, China's marine equipment industry, led by shipbuilding, has achieved leapfrog development. It is the only country capable of constructing all 18 major types of ships globally. For over a decade, China has led the world in the three key shipbuilding indicators: shipbuilding completions, new orders, and order backlog. The industry is showing a positive trend with stable growth, continuous improvement, and enhanced quality. China's position as a major player in the global shipbuilding industry is becoming increasingly solidified, demonstrating its significant role and influence in the global maritime sector. With the relentless efforts of the new generation of shipbuilders, China is expected to soon transition from a major shipbuilding nation to a shipbuilding powerhouse.

Coming Soon:

As human society progresses, material science advances, and international demands for environmentally friendly shipbuilding, operation, dismantling, and recycling increase, the lifecycle management of restricted and prohibited materials used in shipbuilding and operation is becoming more stringent. Notably, the Hong Kong Convention, which met the ratification requirements on June 26, 2023, will come into force on June 26, 2025, providing clearer guidelines for controlling harmful substances in ships.

The MarinSmart Platform expert committee will present an analysis of "Control of Harmful Substances in Ships" in the next issue. Stay tuned!