By Michael Lindberg
The enlargement of the shipbuilding in Britain and the U.S. among 1938 and 1945 was once one of many maximum monetary feats in background. This research examines intimately the exceptional development either in overall commercial skill and that of person shipyards. Lindberg and Todd transcend the traditional descriptive historic account of this growth to investigate it throughout the program of a geographical standpoint. in particular, they follow the geographic recommendations of clustering and agglomeration to the service provider and naval shipbuilding industries of either countries in this very important era.
Beginning with the emergence of a latest shipbuilding potential within the overdue 19th century, the authors learn how those geographic suggestions have been gradually carried out in either the USA and Britain due to new technological calls for on navies in addition to altering geostrategic issues. whereas global battle I marked the preliminary large-scale instance of clustering/agglomeration, the interwar interval may witness a short death of either the and the main shipyard agglomerations. this significant paintings explains how, as a result of warfare, the governments and the shipbuilding industries of 2 countries have been capable of reconstitute and vastly extend their features within the face of ever-increasing calls for for either warships and service provider vessels.
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Extra resources for Anglo-American shipbuilding in World War II : a geographical perspective
A couple of false starts in the 1840s failed to deter him, and at the end of the 1850s his patience was rewarded when the Admiralty chose his firm to build the Black Prince, sister ship to the outstanding Warrior. 43 Not the least of his achievements was the example he set for emulators, including several who learned from the master by way of stints in his workshops. Both David Tod and John MacGregor, founders of the Clyde’s first yard for iron ships in 1836, fell into this category, as did James Thomson (instrumental in creating the celebrated Clydebank yard), William Beardmore (ultimately responsible for the large Dalmuir yard), and the Elder brothers (who inaugurated the Fairfield establishment, also in Govan).
Seemingly trivial innovations spawned elsewhere have ultimately proved the undoing of several major industrial concentrations, hitherto secure in their competitive dominance, as a result of this complacency and arrogance. As we shall see, the record of shipbuilding in Britain and America is not free of such blemishes. THE INDUSTRY’S FOUNDATION, EVOLUTION AND LOCATIONAL TENDENCY Our brief discourse on location theory was presented not to throw light on the state of academic geography but with an eye to clarifying the historical baggage accompanying shipbuilding in the years preceding World War II.
By then, however, Armstrong Whitworth was just one of a clutch of giant steel–armaments–shipbuilding concerns dominating warship markets. Three of these deserve some comments in elaboration. Cammell Laird, like Armstrong Whitworth, resulted from the amalgamation of industrial ingenuity and shipbuilding expertise. Unlike its Tyneside counterpart, however, it did not take root in an existing engineering and shipbuilding-agglomeration; rather, it grew up as two distinct entities: an inland iron and steel-making Cammell that was part of a metallurgical cluster, and a detached shipbuilder Laird that, virtually alone, came to stand for marine engineering on the Mersey.
Anglo-American shipbuilding in World War II : a geographical perspective by Michael Lindberg