For Hu Wenhai's level, it is still beneficial to keep a low profile.

Ma Yun has repeatedly raised his profile, so it is inevitable that he will be hacked as "President Ma". On the other hand, if Twist Vine and others don't show up, there will be a lot less negative news about him.

Hu Wenhai is not very interested in showing his head, he likes to put himself in the spotlight of the world and be observed. However, the situation in Dagang, or Bohai Province, is different, this is his "foundation", and the appropriate "popularity" is good for the work he will do next.

Taking the opportunity of the Dagang National Day Gala to show up and become familiar with the Bohai people, the two sides can gradually cultivate a sense of trust.

Let's talk about the railway bonds that may be about to be issued, in terms of the credit of domestic institutions today, ordinary people must have concerns. But in the era of miracles in the 90s, people have more romantic fantasies about "strongmen".

For example, Mu Zhong in history, such as tobacco tycoon Chu Shijian, such as Li Jingwei, Zong Qinghou, and of course, the giant Shi Yuzhu, whose own brands are even better than some national institutions.

This is an era of longing for heroes, worshipping heroes, chasing heroes, and an era of strongmen. People who are confused in the reform are anxious to find a guiding light to tell them how to get ahead and how to realize their dreams.

Obviously, compared with the above people, Hu Wenhai's success is more demonstrative. And his own image is more down-to-earth than financial institutions like China Railway Construction Investment.

Not to mention that in the future, even MLM and micro-businesses like to drink Alibaba to get involved, opening their mouths is how much Ma Yun has invested, how much, and what chicken soup President Ma has drunk, so there are still people who believe this.

Hu Wenhai wants to engage in railway debt, although he knows that this is a lucrative business. However, ordinary people who are used to being cautious will not easily believe the beautiful bubbles blown out of the bank. But if someone they believe in comes forward and eats the crab first, then even if they don't understand what it is, they won't naturally resist it.

For Hu Wenhai, left and right are just a matter of waving his hand and saying two words on stage, so why not do it?

From his point of view, it's a simple matter. But for the crowd sitting at the venue that day, being able to witness such a legendary figure as China's world's richest man up close is really a year's worth of deeds.

Sure enough, when Hu Wenhai appeared on the stage, almost the entire venue, no, almost the entire Xinghai Square resounded with tsunami-like cheers.

Dagang's economy can develop so fast that even the number of workers in the city who directly count on Hu Wenhai to eat is less than 100,000. There may be people who don't know who the mayor and secretary of Dagang are, but there will never be anyone who hasn't heard the name Xinke Hu Wenhai.

It is close to the Dagang people and the Bohai people, and it is still beneficial to Hu Wenhai and Xinke at this stage.

Just after the National Day, Hu Wenhai's schedule was full again. The leaders of the Dagang Shipyard of China Shipbuilding Industry Co., Ltd. personally went out and asked Mr. Hu to go to them to have a look.

"I've only done a little bit of work, and the comrades at the Dagang Shipyard are so polite!"

Hu Wenhai said so, but he was still dragged away by the life of Dagang Shipyard.

Dagang Shipyard, as the final assembly plant "hand-picked" by Mr. Hu back then, has already undergone earth-shaking changes.

When Hu Wenhai's motorvoy drove into the Dagang shipyard, he was almost unrecognizable in just a few years.

One after another gantry cranes, one after another tower cranes, forming a forest of steel. The 100,000-ton and 300,000-ton tankers under construction are perched on the slipway, as if it were not a ship, but a mountain range.

The blue steel structure of the workshop, the various sections waiting to be spliced, the trucks, the tracks, the piles of steel, and the ships being outfitted at the sea, all of this makes it impossible to connect with the dilapidated Dagang shipyard of the past.

Hu Wenhai couldn't help but sigh with emotion: "This is true, when I visited Mitsubishi's Nagasaki shipyard in Japan, I'm afraid it didn't have such a large scale, right?"

The leader of the Dagang Shipyard laughed and said: "There is still a gap between the technology and the Nagasaki Shipyard, but their geographical location is not good, and it is difficult to expand the scale." We are different, the Dagang city government has just carved a piece of land on the incense burner reef, and a new factory will be built there next year. ”

"Sooner or later, we will surpass the Nagasaki shipyard and even Mitsubishi Heavy Industries. ”

Seeing Hu Wenhai's surprised appearance, the leaders of Dagang Shipyard really smiled on their faces, and there was no problem at all with the old pleats killing the two mosquitoes.

There are many units and leaders who come to Dagang Shipyard to visit, inspect and study, but their praise and admiration are at most to give the leaders of Dagang Shipyard a little more superiority. Only Hu Wenhai's recognition can fill them with a sense of accomplishment.

In the past two years, Dagang Shipyard has thoroughly understood the entire system of the general section shipbuilding method, and it can't do the business of the general assembly plant alone, which is really hot.

With the completion of the Bohai Rim Industrial Belt, the steel output of Bohai Province has been directly put into satellites, which has significantly affected the shipbuilding industry of Dagang.

With sufficient steel supply, funds in place, and strong logistical support, it is really logical to expand production capacity.

By 1990, the production capacity of CSIC reached 5 million deadweight tons, accounting for less than one-third of the world's total. It is the major Japanese heavy industry consortia that compete and cooperate, and because they also master the system of shipbuilding law in the general section, coupled with the export of labor services of Chinese shipbuilders, their production capacity has increased by nearly half compared with the end of the eighties, reaching the level of 8 million tons.

At present, the main profit point of Japan's shipbuilding industry comes from the production of various high-tech ships, such as LPG and LNG, as well as chemical tankers and large container ships. As for bulk carriers and tankers, they can only be used to maintain the team at the moment. Some projects that could not be completed were even simply subcontracted to China Shipbuilding Heavy Industry.

In 1990, the world's shipbuilding capacity was 18 million tons, and the total of China and Japan was 13 million tons, basically monopolizing the vast majority of the world's total shipbuilding. In contrast, South Korea's shipbuilding tonnage has fallen off a cliff. Since 1988, South Korea's shipbuilding orders have been avalanche year after year, from 6.48 million tons at the peak to only 400,000 tons in 1990.

It is also a fluke to say that the Korean shipbuilding industry will also be an advantageous industry in the future. Even if China becomes the world's factory and the world's largest ship production capacity, South Korea will be able to gain a competitive advantage in the market by virtue of its industrial upgrading and technological level.

However, the Korean shipbuilding industry in the 80s was just completing its primitive accumulation. Its industrial level, responsible for the international division of labor, and China Shipbuilding Industry Co., Ltd., which has mastered the general section shipbuilding method, seriously overlapped, and inherited the part of the production capacity that Japan eliminated in the 80s.

After feeling the threat of competition from South Korea, the Japanese turned to support CSIC to compete with it internationally. With Japan's black circulation, the capital support of China Railway Construction Investment, and the low-interest loans of many consortia such as Mitsubishi, CSIC completed thousands of renovation projects in only three years in terms of technology introduction, and completed the shipbuilding system that the Koreans digested in ten years.

This is not surprising; after all, South Korea has only a large population, how many people are employed in the shipbuilding industry, and the number of internal employees of China Shipbuilding Industry is 500,000, and the entire supporting industrial system may already be larger than the population of South Korea itself.

With the encroachment of China Shipbuilding Heavy Industry below, and the oppression of the Japanese shipbuilding industry that has reduced costs, the Koreans will naturally not have a good time.

At the same time, the South Korean government has eliminated its subsidies for shipbuilders. In the seventies and eighties, South Korea subsidized orders from shipbuilding enterprises in order to build up its shipbuilding capabilities. Many shipyards sell at cost price, and the profit is to eat subsidies, so that they can be competitive in the market.

By the end of the eighties, the shipbuilding capacity of nearly five million tons made the South Korean government think that the Korean shipbuilding industry was on the right track, so it canceled this policy subsidy - you are already one-third of the world's production, and if you subsidize the shipbuilding industry, you are not afraid of anti-dumping lawsuits?

Another effect is the dependence of South Korea's own economy on Japan's economy. Looking at the '97 financial crisis, we can see that South Korea's financial system is actually very fragile and does not have enough autonomy at all. When the yen fluctuates, it often has a ripple effect on the won.

As a result of the Plaza Accord, the yen has been rising since the early eighties. South Korea carried it for less than two years, and by 1985 the won was forced to appreciate. Even before 1987, South Korean shipyards were operating at a general deficit. In the original history, it was only at the end of the 80s that Japan's economy collapsed and the industrial transfer undertook a number of new technologies and capital, so that he could breathe a sigh of relief.

However, now that the Japanese shipbuilding industry is joining hands with the China Shipbuilding Industry Corporation to strangle the South Korean shipbuilding capacity, how can it still take a bite of the South Koreans? The Japanese are fish, and they only have a three-second memory, and they have not forgotten the nightmare of being forced into a corner by the South Korean shipbuilding enterprises in the 80s. There is no need to think about industrial upgrading or something, but shipyards such as Hyundai, Samsung, and Daewoo have all hit new highs in terms of losses year after year.

It was this policy lag and currency appreciation, as well as the fall of the Japanese, that coincided with the completion of the industrial upgrading of China's shipbuilding industry, and the explosion of production capacity from the end of the eighties. That is, since 1988, in two or three years, the international shipbuilding market that South Korea once beat has been devastated, and the land is really clean.

What can we say? This is really catching up with this momentum, but it is not the result of President Hu's efforts.

Anyway, the result is like this, for an industry, such drastic changes have occurred in two or three years, and people have no chance to react at all.

Reflected in the specific figures, South Korea's exports fell sharply from $60.9 billion in 1988 to $42.1 billion in 1990. Regardless of this part, it is natural that it was divided between China and Japan.

However, let's not forget that South Korea itself is a small country with few resources, which is mainly oriented towards import and export trade. Its exports have fallen, but imports are unlikely to fall. One in and one out, it does double the damage.

Since the domestic shipbuilding industry is basically in the monopoly stage of China Shipbuilding Industry Co., Ltd., the vast majority of China's ship exports are obtained by China Shipbuilding Industry Co., Ltd. In 1990, CSIC's export orders and revenue from completed new ships reached US$10.2 billion. As soon as this figure came out, CSIC proudly handed the report directly to the elder's desk.

To put it mildly, China Shipbuilding Industry Co., Ltd. completed one-fifteenth of China's total exports that year. Looking at the central enterprises at the same level, it is simply "none of them can fight!", but China Shipbuilding Heavy Industry Co., Ltd. is bad for Niu B.

Of course, there is more than one dark horse that has sprung up this year. If all of Bai Yinhua's coal mines are exported, it is not impossible to lose 10 billion US dollars. Xiucheng Computer Group relies on assembling computers for Dell, and the export volume is also quite good, but the data on chip imports is also relatively good......

In the wafer factory construction boom that has emerged in China, the export figures of each company may not be very large, but the overall output is very considerable. In terms of motherboard and memory, the domestic production capacity is also gradually increasing, and it is a very advantageous project in the world.

This is going to talk about South Korea's Samsung, in 1987 Samsung ambitiously launched 1M random memory, hoping to occupy a place in the international electronics industry. But then we all know the situation, Dell adopts the foundry model and EOS system, and occupies half of the US computer market. At that time, China and South Korea did not have diplomatic relations, so naturally there was no trade. The memory used by Dell is all produced by the new technology fab.

South Korean electronics could not enter China, resulting in losses of at least $3 billion or more for Samsung. Needless to say, the last piece of the puzzle is missing from South Korea's declining share of exports.

Today, South Korea's export sector seems to have gone back to the 70s, with the main components being chemical fibers, textiles, steel, footwear and household appliances. Oh, and it is worth mentioning that the Korean footwear industry has an advantage in international competition, ranking second in the world after Italy in terms of market share!

It has to be said that China also "shamefully" lost to South Korea in the field of steel exports. In 1990, China's steel exports were only 170 million US dollars, but South Korea's steel production capacity was used for export due to the collapse of the shipbuilding industry, earning more than 3 billion US dollars.

It is said that Yueyue Bird slapped the table angrily when he got this data, claiming to strictly investigate to the end!

"There is not enough domestic steel, which loser thing is still exported! The added value of steel is so low, it is really not painful to sell Ye Tian!"