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中国富豪也将流行顶级奢侈消费品
在中国中山，在鲤鱼池、鸭子农场与腐朽小屋之间一条长线出现在珍珠河河口这，一个十分不协调的新来者出现了：一个在中国祖国大陆上是没有标识出来的用来建造大型豪华游艇的很长且高耸的棚。
在舞狮中，鞭炮声中在7月3日在官方的开幕式中，这家游艇工厂进行了剪裁，这象征着中国将目光转移到高档市场中去。掌握了大量贵重物品的消费和出口的制造业，这个国家向豪华产品进军，这些产品吸引着许多世界上要求苛刻的买家。中国的竞争优势就是做这些消费的成本很低。
在中国，名牌鞋子，服装和家具的制造量在不断提高，主要用于国内消费，但有时用于出口，宝马已经开始在中国组建一些新的消费形式，奔驰和凯迪拉克也准备着这样做。
尽管游艇在中国没有什么制造经验和国内市场，但中国还是用于拓展市场。
经济大爆炸确实创造了大量购买游艇的契机。但这些从未在中国富人们手中被抓住，这个并不像西方的船，保持他们的消费水平不产生明显的变化。这里考虑到广泛的逃税和可疑交易也不奇怪：没什么人希望自己的生活方式引起官方的注意。
你一晚可以赌掉500万美元，但并不会买500w美元的东西并让人们知道，香港的酒店和房地产开发商的董事并且是在这运行和建造的游艇厂Kingship Marine的所有者Roger Liang说的。
除此之外，中国也找不到什么游艇友好的地方。因为关系到台湾对其河流的监管，和重驳船的交通问题，国家对游艇沿海岸的严格限制。这让大多数拥有大多太小而浅的大型机动船船家局限于内河湖泊。
能够修理现代船的发动机的力学是稀缺的。同时，几位船舶主管说一个国家曾经因为有优美的动力帆船而出名，所以几乎没有人鲁莽的认为在中国销售帆船是一项无望的举动。
梁先生预言Kingship Marine将会在10年后在中山的中国市场建成长33米（108英尺）的游艇。在国内市场建成一艘75米的游艇并找到外国买家的时间可能更长。
所以，像香港的Cheoy Lee 船厂那样，在珠海下游拥有几海里的船厂大部分制造商业船只，偶尔也生产有趣的工艺，Kingship Marine则侧重于出口销售。
销售兼市场总监丹尼斯杨说他的第一艘游艇卖给了一位欧洲买家，这是该公司最近的一笔交易。游艇是去年秋天和现在船厂的半成品，红钢壳和暗灰色铝舱仍需要涂油漆和舾装。
Kingship Marine试图在交易价格方面削弱意大利、荷兰和美国的出口贸易。
澳大利亚黄金海岸布里班斯附近的执行经理Dean Leigh-Smith说通常1000w美元的船成本是700w美元。他说，储蓄是任何人的语言中的很多钱。
Dean Leigh-Smith的船厂是北半球中最大的一个，有20到25的潜在客户在王权游艇排队，这家船厂已经卖掉了20到25艘40到60英尺在上海船厂中国制造的游艇，尽管有些初步的窗帘、地毯、甲板和扶手问题，但质量还能接受。
Leigh-Smith说我给他们看了我们的关于质量控制的小剧，每次我们到船厂去说这个我们不满意“他们已经改正了”。
通常中国制造的东西，大多数是在国外帮助下进入市场的。梁先生从香港来指导、融资项目。他带来了来自新加坡的雍先生，著名的美国和荷兰的设计师制定的游艇的蓝图。
第一次开始和中国钢铁合作建造游艇，但是发现得到正确尺寸的钢板很困难，王权做第二艘是进口的钢板，并决定其他三艘也进行进口。钢板是荷兰的一家欧洲大型钢铁厂Corus造的，在弯曲和裁剪之后才送来这里组装的。
虽然在德国南部两个代表公司说他们未来会主宰游艇市场，但是发动机是从Seattle的Alaska Diesel Electric进口的。
王权的室内设计师Olivia Liu说柴油发动机来自西雅图的阿拉加斯加。室内照明系统和软垫子的织物也是从美国进口的。淋浴门是如此的方便。铰链必须保证门的开关都恰到好处，同时，玻璃也是磨砂的。
王权的高管说，它们仍有着竞争优势，因为他们进入的中国的工厂主导着世界许多材料的生产，以及提高当地的产品质量。由于Corus 和 Multi Metaal电脑细节上处理尺寸和形状的需要，他们计划开始购买中国的钢板。
最重要的是，王权拥有廉价劳动力，弥补甚至超过了对进口零部件的额外运输费用。
雍先生说劳动力占十分之一的200保安，每个月赚120美金，尤其是技术工，如注册国际焊接的标准焊工，一个月能赚600美金，即使一份不菲的工资在这个国家也比不上欧洲海洋焊机运行一周的费用。
当营地拥挤时，所有的工人都住在一个大的改进过的小屋附近的高高的混凝土集中瓦房里。员工现在4个人睡一个房间，如果订单充足，还有八人间，一次计划工作人员呢能扩大到500人同时组装7艘。
雍先生说有些工人考一些网站帮助改装游艇，他们昼夜倒班，只为确保夏季或冬季巡航季节船只的准备时间。
他补充说他们想赚更多的浅，而不是无所事事，大多数工人来自中国其他地方，与大多数家庭相同，在开幕式时他们离开工厂就没有别的事要做。
西方的船商说，这里对进口部件的依赖，弥补了缺乏组装部件的经验，所以他们没有恐惧。他们说中国的产业，发展非常迅速。
中国制造业“小渔船已经在市场的质量仍然很差”杰弗瑞说，佘，中国总经理，香港和台湾在水星海事，一个是世界上最大的船的发动机制造和森林湖泊的不伦瑞克公司的一个部门。
“中国造船技术落后20年，其公司的中国业务销售引擎和经营码头，希望在休闲划船更符合中国的利益。
刘伟强，一位在香港帮会其卡特彼勒从中国王权安装发动机工程轮机专家说，中国制造的发动机是无处接近竞争使用的游艇，一个是美国的发动机的百分之40马力和重很多笨重的同中国船的发动机，他说，这将意味着一个更宽敞的内部慢船。
外国生产者的信心似乎放错了地方，鉴于中国越来越多的出口成功与许多其他产品，包括高技术，如笔记本电脑。但在游艇市场，中国制造将不会立即反馈本地客户，他们的同事在其他行业的产品与国内销售。
市场已经出现了较小的船只和码头举行，人们喜欢40页脚有朝一日想要游艇被王权和财力建。中国金茂集团是一家大型房地产开发商，在黄埔上海河上开了一家游艇俱乐部。码头有五个机动船，长46英尺，算作商业船只，可由1800俱乐部会员注册，说胡宇博，总经理助理。等待名单上使用的船有俱乐部的计划购买更多。
少数人，该国大型机动船确定主有时飞在香港甚至欧洲力学，和力学必须应付码头的短缺，游艇可以被解除》的水。
巴特和辛普森J.kimman，海洋游艇经济商，亚洲最大的游艇经纪公司，说他阻碍了中国内地富豪购买游艇，除非他们计划让他们在香港，作为一个很少即使法规使它几乎不可能在香港上航行船只进入中国海域。
但梁先生，经过二十多年的在大路上的一个大投资者，是不是完全对不起，他将不得不坚持出口，他不愿意显示自己的游艇，太多的人。
如果你有什么好卖的话，有人会复制你的，“他说，马上就发生了”。
China's richest will also be popular luxury consumer goods
ZHONGSHAN, China - Among the carp ponds, duck farms and moldering plywood huts that have long lined the bank of a Pearl River estuary here, a most incongruous newcomer has appeared: a long, towering shed for building very large luxury yachts, a product that has no market in mainland China.
Lion dancers bobbed and weaved as strings of firecrackers sizzled and boomed on July 3 at the official opening of the yacht factory - an emblem of how China is shifting its sights upmarket. Having mastered the manufacture of many inexpensive goods for mass consumption here and abroad, the country is getting into luxury goods, the kinds coveted by the world's most demanding buyers. China's competitive advantage is that it is doing this at lower cost.
Increasingly expensive brands of shoes, clothing and furniture are being made in this country, mostly for domestic consumption but sometimes for export. BMW has begun assembling some of its latest models in China for sale here, and Mercedes and Cadillac are preparing to do the same.
With yachts, though, China is braving a market where it has little recent experience or demand at home.
The economic boom has certainly created plenty of fortunes big enough to afford yachts. But they have never caught on among rich Chinese, who, unlike the boating set in the West, tend to keep their consumption as inconspicuous as possible. And no wonder, considering how widespread tax evasion and dubious dealings are here: few people want their lifestyles to attract official attention.
"You can gamble away $5 million a night, but don't buy something for $5 million and let people know about it," said Roger Liang, the Hong Kong hotel and real estate developer who is the owner and managing director of Kingship Marine, the company that built and runs the yacht factory here.
Besides, China is no one's idea of a yacht-friendly place. The country imposes tight restrictions on pleasure boating along its seacoast, because of concerns regarding Taiwan, and on its rivers, because of heavy barge traffic. That leaves most boaters confined to lakes inland, which are mostly too small and shallow for large powerboats.
Mechanics who are able to repair modern boat engines are scarce. And, in a country once known for its graceful sail-powered junks, so few people now have even a rudimentary knowledge of sailing that selling sailboats in China would be a hopeless exercise, several boating executives said.
Mr. Liang predicted that it would be 10 years before there would be a market in China for the 33-meter (108-foot) yachts that Kingship is building to order in Zhongshan. And it could be even longer before there is a domestic market for a 75-meter (246-foot) yacht like the one that the company is negotiating to build for a foreign buyer.
So, like Cheoy Lee Shipyards of Hong Kong, which owns a shipyard a few miles downstream in Zhuhai that makes mostly commercial vessels but also the occasional pleasure craft, Kingship Marine is angling for export sales.
Its first yacht has already been sold to a European buyer, said Dennis Yong, the sales and marketing director, and the company is close to a deal for a second. Both yachts were started last fall and now stand half-finished in the boatyard, their red steel hulls and dull gray aluminum cabins still in need of outfitting and paint.
Kingship is trying to sell on price, undercutting the Italian, Dutch and American shipbuilders that dominate the luxury boat trade.
"What would normally be a $10 million boat is $7 million," said Dean Leigh-Smith, executive manager of the Gold Coast City Marina near Brisbane, Australia. The saving, he said, is "a lot of money in anyone's language."
Mr. Leigh-Smith's marina, one of the largest in the Southern Hemisphere, has 20 to 25 potential customers for Kingship yachts lined up. The marina has already sold 15 smaller boats - of 40 to 60 feet - made in China, at a Shanghai boatyard, and found the quality generally acceptable despite some initial problems with curtains, carpets, cleats and handrails.
"We've had our small dramas with them, quality control," Mr. Leigh-Smith said. But, he added, "Every time we've gone to the factory and said 'we're not happy with this,' they've rectified it."
As is often the case with manufacturing in China, Kingship is entering the yacht market with a lot of help from abroad.
As is often the case with manufacturing in China, Kingship is entering the yacht market with a lot of help from abroad.
After starting construction of the first yacht with Chinese steel and finding it tough to get plates in the right sizes and shapes, Kingship is assembling the second one from imported steel plates, and plans to do the same with three more. The plates are forged in the Netherlands by Corus, a big European steel maker, and then cut and bent to shape there by Multi Metaal before being shipped here in containers for assembly.
The engines are imported from a Caterpillar factory in Illinois, though two representatives of a DaimlerChrysler subsidiary in southern Germany showed up at the opening ceremony to promote their engines for future yachts.
The generators come from Alaska Diesel Electric in Seattle. The interior lighting systems and the fabric for the upholstered chairs are also imported from the United States. So are the hinges for the shower doors. While the frosted glass is made locally, the hinges still have to be imported to make sure that the doors will open and close just right, said Olivia Liu, Kingship's interior decorator.
Kingship executives say they still have a competitive advantage because they are close to Chinese factories that increasingly dominate the world in the production of many materials, and the quality of local products is improving. They plan to start buying Chinese steel plates now that Corus and Multi Metaal have generated detailed computer data on the sizes and shapes needed.
Most important, Kingship has cheap labor that more than makes up for the extra shipping costs on imported parts.
Security guards, who make up about a tenth of the 200-person labor force, earn $120 a month, Mr. Yong said. Specialty skilled workers, like welders certified to international marine standards, can earn as much as $600 a month, a handsome salary in this country even if it is considerably less than a European marine welder makes in a week.
All workers live at the site in high-ceiling concrete barracks that, while spartan and crowded, are a big improvement over the huts nearby. Employees now sleep four to a room, though there are plans for eight to a room on bunk beds once the factory has a full order book and the work force has expanded to 500 people assembling seven vessels at a time.
Having the workers live on site helps when a yacht has to be refitted. They can work in shifts around the clock, day and night, to make sure that a vessel is ready in time for the summer or winter cruising season, Mr. Yong said.
"They want to earn more instead of idling around," he said, adding that the workers, mostly from elsewhere in China, did not have their families with them - a common practice in the country - and had little else to do. The company sent the workers away from the factory and barracks during the opening ceremony.
Western boat manufacturers say that the reliance here on imported parts, combined with a lack of local experience in assembling boats, means that they have little to fear. China's industry, they say, is too far behind to catch up quickly.
The quality of smaller boats already on the market from Chinese manufacturers "is still very poor," said Jeffrey Seah, general manager for China, Hong Kong and Taiwan at Mercury Marine, one of the world's largest boat-engine makers and a division of the Brunswick Corporation of Lake Forest, Ill.
"Chinese technology for boat building is 20 years behind," added Mr. Seah, whose company's China operation sells and distributes engines and operates a marina, hoping to interest more Chinese in leisure boating.
Lau Wai Keung, a marine engine specialist from China Engineers in Hong Kong who is helping Kingship install its Caterpillar engines, said that engines made in China were nowhere close to being competitive for use in yachts. A Chinese boat engine with the same horsepower as an American engine is 40 percent heavier and much bulkier, he said. That would mean a slower boat with a less roomy interior.
Foreign producers' confidence might seem misplaced, given China's growing export success with many other products, including high technology like notebook computers. Yet in the yacht market, Chinese manufacturers will not have the immediate feedback from local customers that their colleagues in other industries get for products with domestic sales.
A market has emerged for smaller vessels and marinas to hold them, and people who like the 40-footers might someday want the yachts being built by Kingship and Cheoy Lee. The China Jin Mao Group, a big property developer, has opened a boat club with a marina on the Huangpu River in Shanghai. The marina has five powerboats, up to 46 feet long and counted as commercial vessels, that can be chartered by the 1,800 club members, said Hu Yubo, the assistant general manager. Waiting lists to use the boats have the club planning to buy more.
The few, determined owners of the country's large powerboats sometimes fly in mechanics from Hong Kong and even Europe. And the mechanics must cope with a shortage of docks where yachts can be lifted out of the water.
Bart J. Kimman, a yacht broker with Simpson Marine, Asia's largest yacht brokerage company, says he discourages mainland Chinese tycoons from buying yachts unless they plan to keep them in Hong Kong, as a few have, even though regulations make it almost impossible to sail Hong Kong boats into mainland China waters.
But Mr. Liang, after more than two decades as a big investor on the mainland, is not entirely sorry that he will have to stick to exports. He would rather not show his yachts to too many mainlanders.
"If you sell something well, someone will copy you," he said. "It happens right away."