As of the beginning of 1879, the data of the Bureau of Commerce and Statistics of the Chinese Empire showed that there were as many as 14 ocean-going shipping companies in the empire, and as many as 57 inland and offshore shipping companies (mainly running to Taiwan, Ryukyu and Vietnam's northern provinces). However, the in-depth practice of the assembly-line shipbuilding method has given the entire shipbuilding industry new hope. Due to large-scale decomposition and division of labor, the requirements for many processes are greatly reduced.

Due to the unification of ship types and the full specialization of the division of labor, the repetition of workers' labor has been greatly improved, the degree of specialization has been improved, and the difficulty of cultivating materials has also been reduced geometrically.

By adopting continuous photography technology similar to assembly line decomposition, the professional research institute captures the movements of workers in key processes and scientifically decomposes them, and the technical processes of each process have also obtained technical specifications, which are improved and promoted by the shipyard's technical training courses. While it will not happen overnight, the path is clear and gaining more and more acceptance.

In Europe and the United States, European and American seafarers, who had been suffering from the economic crisis and trade war, had been unemployed and semi-unemployed for a long time, found new jobs in the East, and soon fell in love with the "Japanese cuisine" of the "Yamato Hotel" in the Oriental port and fell in love with the colorful Chinese cuisine. The Chinese seafarers who had retired from the army, together with the cadets who had graduated from the major seafaring schools in Dongying Province (the recruitment and growth of Japanese seafarers as an island nation was still very basic), poured into the rapidly expanding Chinese merchant fleet.

The rapid extension of railway lines and the rapid development of industry, commerce and construction have not only increased land logistics and transportation, but also put forward higher requirements for inland waterway shipping and offshore transportation. The empire is a country with a vast land, and the distribution of resources and population is extremely unbalanced, which also leads to the development of internal industry and commerce, which inevitably requires large logistics and transportation, especially when the empire has a large colony.

Coal from the north is transported by rail from Datong and Gyeonggi River to the main coal port of Qinhuangdao, where it is loaded and shipped to the southern coastal areas and southern Korea and even Vladivostok. Wheat, flour, corn, cotton and cotton yarn from the north were shipped south from various ports in the north and even transported to India, Australia and New Zealand in Southeast Asia.

Because the economic development has completely broken the barriers of the natural economy, and the clear government guidance of the early economic development of the Chinese Empire, especially the wartime control in the early unification war, and the distribution of the local economy according to the natural endowment based on the theory of comparative advantage, in order to form the agglomeration effect of industrial clusters, the rapid economic development is accompanied by more and more specialized regional division of labor, and the requirements for logistics are simply turned upside down.

Although the speed at which China lays railways has been called "magical" for the dredging of inland rivers, the planning and construction of terminals, and the preparation of offshore terminals, it is still a little overwhelmed by the unprecedented and rapidly rising logistics requirements. Due to the limitations of internal logistics, a large number of materials had to be exported, which further stimulated the construction of deep-water terminals and port logistics. Coupled with the surge in import demand, it directly detonated the take-off of the entire shipbuilding industry.

From north to south, the joint-stock private Vladivostok shipyard that has just been repaired after the bidding, the Lushun Naval Shipyard, the Dalian shipyard of the Royal Northern Shipbuilding Group... Huludao Naval Shipyard, State-owned Tianjin Shipyard, Private Yantai Jinping Shipyard, Royal North Shipbuilding Group Qingdao Shipyard, Royal East China Shipbuilding Group Wusong Shipyard, Wusong Naval Shipyard, Jinning Group Shanghai Shipyard, Royal East China Shipbuilding Group Keelung Shipyard, Banqiao Group Kaohsiung Shipyard, Jinning Group Fujian Mawei Shipyard, Banqiao Group Xiamen Shipyard, Guangzhou Huangpu Naval Shipyard, Annan Haiphong Naval Shipyard, Royal Southern Shipbuilding Group Guangzhou Shipyard, Zhanjiang Naval Shipyard, Malacca Naval Shipyard, Pontianak Lanfang Shipyard...... There was a fiery scene everywhere. Rows of keels have been laid on countless slipways, and the outfitting site is even busier. A large number of standardized prefabricated parts, interchangeable parts, are transported along the rail to the slipway, where they are installed by huge gantry cranes or other loaders, and then countless workers are immediately in place, skilled in the willow joint operation.

In addition, the navigation industry led by the emperor of North America is also developing rapidly, and new shipyards are rising on the long coastline of the west coast every moment, whether large or small, even the colonies of East Africa currently have two 6,000-ton shipyards in Beira Port and Mombasa, and Walvis Bay Port is a foresight plan to build two 10,000-ton shipyards and five 8,000-class shipyards, and when the empire's "WN" railway is completed, it will become a turning point in Atlantic maritime trade. (The cost of navigation is greater than that of the railway, and the risk is greater, after the completion of the railway, there will be a large number of trading merchant ships who choose to unload their goods in the Indian Ocean by rail, which is not only low in cost and absolutely not safe by sea, the risk of shipping at that time is much greater than starting a war, and modern warfare can also calculate the data of the two countries to get a victory rate, but as long as the navigation does not go along the coastline, everything depends on the sky.) ）

This scene also deeply shocked the delegation of the New York shipyard that came to inspect the business.

Although the New York shipyards also began to implement prefabricated shipbuilding laws (some shipbuilding powers were following the imperial sailing model), the systematization, thoroughness of the division of labor, and the scale of the assembly line disintegration compared to China's systematization have surprised even the American shipbuilding elite, who has always regarded itself as the leader in shipbuilding in the Western Hemisphere. At the beginning of 1866, the number of people employed in China's shipbuilding industry was only about 100,000, but by the end of 1878 it had swelled rapidly to 780,000 (including apprentices). Many universities have also opened ship design and manufacturing majors, and the professional schools of major shipbuilding groups have also begun to expand and expand their enrollment.

Under the favorable treatment, many senior technicians and skilled technicians in the shipbuilding industry in Europe and the United States have also come to China to teach or work directly on the line, bringing many of the latest developments and technological progress achievements in the overseas shipbuilding industry.

On the other hand, the rapidly expanding Chinese shipbuilding industry also attracted the attention of Britain and the United States. Seeing that the danger of brain drain has become a reality, the US shipbuilding industry has no choice but to raise salaries and promote key personnel on a large scale, and at the same time has begun to carry out anti-poaching of Chinese shipbuilding enterprises. At this time, because the United States owned the West Coast of the empire, the East Coast of North America became the only export of the United States, and the completion of the Panama Canal was also in great demand for the American navigation industry.

The wage race between the two sides gradually escalated, and in the end, the shipbuilders of the two sides were also a little frightened, and had to reach an agreement through diplomatic channels between the two governments: stop all high-paying poaching behavior, and finally put an end to this "manpower war".

As the world's largest shipbuilding power and power, Yinggu's attitude is relatively calm. But seeing China's shipbuilding capacity swell like a bubble, especially in the low-key but fierce competition between China and the United States in the construction of merchant ships, the British have also had to start thinking about some practical issues: Britain's sea power