By Michael Lindberg

The growth of the shipbuilding in Britain and the us among 1938 and 1945 was once one of many maximum financial feats in historical past. This research examines intimately the extraordinary progress either in overall commercial ability and that of person shipyards. Lindberg and Todd transcend the traditional descriptive historic account of this growth to investigate it in the course of the program of a geographical viewpoint. in particular, they practice the geographic strategies of clustering and agglomeration to the service provider and naval shipbuilding industries of either countries in this important era.

Beginning with the emergence of a latest shipbuilding strength within the past due 19th century, the authors research how those geographic options have been gradually applied in either the USA and Britain due to new technological calls for on navies in addition to altering geostrategic issues. whereas international battle I marked the preliminary large-scale instance of clustering/agglomeration, the interwar interval might witness a short loss of life of either the and the foremost shipyard agglomerations. this crucial paintings explains how, because of the battle, the governments and the shipbuilding industries of 2 countries have been capable of reconstitute and drastically extend their services within the face of ever-increasing calls for for either warships and service provider vessels.

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He began making marine steam engines a few years later, and by 1821 had prospered to the extent of running an enlarged engineering shop and attached shipyard. 41 In 1836, in a move that was to spell disaster, he decided to forsake Scotland for London, bequeathing his Clyde works to his cousin. It fell to Robert to leave a lasting mark on Clyde shipbuilding, initiating what was to become the leading maritime “cluster” in the world. Robert not only maintained the integrated shipbuilding and marine engineering tradition inherited from David, but vastly extended it.

Besides a well-appointed shipbuilding complex at Birkenhead and an armor–armaments complex at Sheffield, it maintained effective control of the Fairfield shipyard at Govan on the Clyde—another major warship supplier (mentioned earlier in connection with Napier)—and claimed a half-share in the Coventry Ordnance Works, a rising manufacturer of big naval guns. Its partner in this last venture, John Brown, warrants a few comments in its own behalf. To understand Brown’s importance it is necessary to review the problems besetting the adoption of steel as a shipbuilding material.

Supply became so attenuated during the frequent bouts of hostilities that the naval chiefs were forced to look further afield for their timber. 27 By the early years of the nineteenth century, English agents were scouring India and Oceania, as well as the Mediterranean basin, eager to get their hands on suitable ship timber at almost any price. Timber accessibility, then, seemed to spell the difference between success and failure in shipbuilding, with the cost of material procurement rivaling labor as the major location factor influencing the builders.

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