Academic literature on the topic 'Shipbuilding, great britain'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the lists of relevant articles, books, theses, conference reports, and other scholarly sources on the topic 'Shipbuilding, great britain.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Journal articles on the topic "Shipbuilding, great britain"
1
Hendley, Matthew. "Anti-Alienism and the Primrose League: The Externalization of the Postwar Crisis in Great Britain 1918-32." Albion 33, no. 02 (2001): 243–69. http://dx.doi.org/10.1017/s0095139000067120.
Full textAbstract:
Anti-alienism has frequently been the dark underside of organized patriotic movements in twentieth-century Britain. Love of nation has all too frequently been accompanied by an abstract fear of foreigners or a concrete dislike of alien immigrants residing in Britain. Numerous patriotic leagues have used xenophobia and the supposed threat posed by aliens to define themselves and their Conservative creed. Aliens symbolized “the other,” which held values antithetical to members of the patriotic leagues. These currents have usually become even more pronounced in times of tension and crisis. From the end of the First World War through the 1920s, Britain suffered an enormous economic, social, and political crisis. British unemployment never fell below one million as traditional industries such as coal, iron and steel, shipbuilding, and textiles declined. Electoral reform in 1918 and 1928 quadrupled the size of the electorate, and the British party system fractured with the Liberals divided and Labour becoming the alternative party of government. Industrial unrest was rampant, culminating in the General Strike of 1926. The example of the Russian Revolution inspired many on the Left and appalled their opponents on the Right, while many British Conservatives felt that fundamental aspects of the existing system of capitalism and parliamentary democracy were under challenge.
2
Harrison, R. T. "The Incidence and Nature of Redundancy in the Northern Ireland Shipbuilding Industry 1972 – 1983." Environment and Planning A: Economy and Space 18, no. 9 (September 1986): 1225–36. http://dx.doi.org/10.1068/a181225.
Full textAbstract:
The severity of the recession in Britain in the late 1970s and 1980s has stimulated considerable interest in the analysis of the spatial and sectoral incidence of redundancy. In this paper two separate approaches to this topic are identified. In the labour-market – manpower analysis approach detailed empirical case studies were used to assess the local labour-market impact of specific major redundancies. More recently, aggregate official data have been used to investigate the sectoral and spatial incidence of recession in Great Britain. This paper extends this second approach by analysing, for the first time, some aspects of the incidence of redundancy in Northern Ireland. It is argued that trends in the level and incidence of redundancy are strongly affected by sectoral influences, and the analysis is concentrated in particular on the examination of redundancies in the regional shipbuilding industry between 1972 and 1983. It is concluded that redundancies in this sector differ from those elsewhere in the regional economy in terms of both nature and timing: shipbuilding redundancies affected predominantly older and male workers and peaked two or three years later than redundancies in other sectors. This pattern can be related to changes in the external market conditions facing the industry in the late 1970s, and to the specific corporate response of Harland and Wolff plc to these in the 1980s.
3
Eich-Born, Marion, and Robert Hassink. "On the Battle between Shipbuilding Regions in Germany and South Korea." Environment and Planning A: Economy and Space 37, no. 4 (April 2005): 635–56. http://dx.doi.org/10.1068/a37122.
Full textAbstract:
Over time we can observe a dramatic global shift in shipbuilding activities, from Great Britain to Continental Europe to Japan to South Korea; most recently China is gaining ground. Every transition is accompanied by institutional and political reactions, leading to protectionism and trade conflicts. The most recent of these battles is being fought out between the European Commission, in particular Germany as a major player in this market, and South Korea, which is accused of illegally supporting its shipyards. As state support has traditionally played an important role, both in establishing and in protecting shipbuilding as a strategic industry within a national economy, the concept of political lock-in appears to provide a promising method for explaining both the rise, through its enabling element, and delayed fall, through its constraining element, of these specific regional economies. Against the background of this theoretical concept, an empirical study comparing two competing shipbuilding regions—Mecklenburg-Vorpommern in eastern Germany and Gyeongnam in South Korea—was conducted; the results are twofold. First, restructuring the shipbuilding industry in these two regions seems less affected by local and regional factors than it is by national and international organisations. National and international organisations are, under globalisation conditions, increasingly responsible for regulating the conditions of competition, but are failing to do so. Second, because of the multiscale involvement of political and economic actors and, hence, the increasing complexity of the restructuring process, the concept of political lock-in needs to be integrated into a much broader explanatory framework—which the authors develop.
4
Chadwick, Elizabeth. "Gone with the War? Neutral State Responsibility and the Geneva Arbitration of 1872." Leiden Journal of International Law 12, no. 4 (December 1999): 787–820. http://dx.doi.org/10.1017/s0922156599000400.
Full textAbstract:
The Geneva Arbitration of 1872 was convened to settle various differences between the United States and Great Britain and, in particular, American allegations of British collusion with regard to shipbuilding for the Southern Confederacy during the American Civil War. The Arbitrators ultimately found Britain liable, and awarded $15,500,000 to the United States. This decision remains controversial to the extent that it rested on rules which were not yet accepted as principles of general international law, and which clearly favoured the case of the United States from the outset. It is thus the purpose of this article to explore the facts behind the Geneva Arbitration, and to argue that the finding of British liability in Geneva marked the beginning decline of the laws of neutrality. Neutral Countries […] may be exploited by the Great Powers both strategically and as a source of additional armies and fleets. Of central importance to the game are those Neutral Countries and provinces which are designated as “Supply Centres.” […] A player's fighting strength is directly related to the number of Supply Centres he or she controls, whilst the game is won when one player controls at least 18 Supply Centres.
5
Reynolds, Carl J., Cosetta Minelli, Andrew Darnton, and Paul Cullinan. "Mesothelioma mortality in Great Britain: how much longer will dockyards dominate?" Occupational and Environmental Medicine 76, no. 12 (October 29, 2019): 908–12. http://dx.doi.org/10.1136/oemed-2019-105878.
Full textAbstract:
ObjectivesWe aimed to investigate whether there has been a geographic shift in the distribution of mesothelioma deaths in Great Britain given the decline of shipbuilding and progressive exposure regulation.MethodsWe calculated age-adjusted mesothelioma mortality rates and estimated rate ratios for areas with and without a dockyard. We compared spatial autocorrelation statistics (Moran’s I) for age-adjusted rates at local authority district level for 2002–2008 and 2009–2015. We measured the mean distance of the deceased’s postcode to the nearest dockyard at district level and calculated the association of average distance to dockyard and district mesothelioma mortality using simple linear regression for men, for 2002–2008 and 2009–2015.ResultsDistrict age-adjusted male mortality rates fell during 2002–2015 for 80 of 348 districts (23%), rose for 267 (77%) and were unchanged for one district; having one or more dockyards in a district was associated with rates falling (OR=2.43, 95% CI 1.22 to 4.82, p=0.02). The mortality rate ratio for men in districts with a dockyard, compared with those without a dockyard was 1.41 (95% CI 1.35 to 1.48, p<0.05) for 2002–2008 and 1.18 (95% CI 1.13 to 1.23, p<0.05) for 2009–2015. Spatial autocorrelation (measured by Moran’s I) decreased from 0.317 (95% CI 0.316 to 0.319, p=0.001) to 0.312 (95% CI 0.310 to 0.314, p=0.001) for men and the coefficient of the association between distance to dockyard and district level age-adjusted male mortality (per million population) from −0.16 (95% CI −0.21 to −0.10, p<0.01) to −0.13 (95% CI −0.18 to −0.07, p<0.01) for men, when comparing 2002–2008 with 2009–2015.ConclusionFor most districts age-adjusted mesothelioma mortality rates increased through 2002–2015 but the relative contribution from districts with a dockyard fell. Dockyards remain strongly spatially associated with mesothelioma mortality but the strength of this association appears to be falling and mesothelioma deaths are becoming more dispersed.
6
Simonenko, E. S. "Naval Policy of Canada during First World War (1914—1918)." Nauchnyi dialog 11, no. 8 (October 30, 2022): 436–52. http://dx.doi.org/10.24224/2227-1295-2022-11-8-436-452.
Full textAbstract:
The activities of the Navy Ministry of Canada during the First World War are analyzed in the article. For the first time in Russian historiography, the main directions of Canada’s maritime policy are formulated within the framework of the government’s military course during the First World War. The sources for the study were the debates of the House of Commons of the Canadian Parliament, publications in the Canadian press, the military series of historical and statistical collections and journalism of those years. The state of Canadian naval bases and ports, as well as the features of the development of the shipbuilding industry of the dominion during the war years is characterized. It is proved that during the war years, Canada’s maritime policy was determined by the British Admiralty and developed in two directions: imperial and national. The development of the imperial direction of maritime policy was carried out in the interests of Great Britain. It provided for the recruitment of Canadian volunteers for service in the Royal Navy and the development of a shipbuilding industry for the needs of the British Navy. The national direction of maritime policy provided for the protection of Canadian coasts and territorial waters, for which the infrastructure of Canadian naval bases and ports was actively used. To perform patrol and escort functions, state and private vessels were involved not only for military, but also for civilian purposes.
7
Wren, Daniel A. "Implementing the Gantt chart in Europe and Britain: the contributions of Wallace Clark." Journal of Management History 21, no. 3 (June 8, 2015): 309–27. http://dx.doi.org/10.1108/jmh-09-2014-0163.
Full textAbstract:
Purpose The purpose of this paper is to trace the European and British activities of Wallace Clark and his consulting firm with public sector agencies and private firms implement Henry L. Gantt’s chart concept. Design/methodology/approach Archival records and secondary sources in English and French. Findings Developed to meet the shipbuilding and use needs for the Great War (World War I), the Gantt chart was disseminated through the work of Wallace Clark during the 1930s in numerous public sector and private organizations in 12 nations. The Gantt concept was applied in a variety of industries and firms using batch, continuous processing and/or sub-assembly lines in mass production. Traditional scientific management techniques were expanded for general management, such as financial requirement through budgetary control. Clark and his consulting firm were responsible for implementing a managerial tool, the Gantt chart, in an international setting. Research limitations/implications Some firms with which Clark consulted could not be identified because the original records of the Wallace Clark Company were disposed of by New York University archival authorities. Industries were identified from the writings of Pearl Clark and Wallace Clark, and some private or public organizations were discerned from archival work and the research of French and British scholars. Originality/value This is the first study of the diffusion of a managerial tool, developed in America by Henry L. Gantt, into Europe and Britain through the contributions of Wallace Clark.
8
Artamonov, V. A. "Proclamation of the All-Russian Empire – the Beginning of the Way to the Great Power Status." MGIMO Review of International Relations 15, no. 2 (May 10, 2022): 51–68. http://dx.doi.org/10.24833/2071-8160-2022-2-83-51-68.
Full textAbstract:
Many historians believe that Russia became a great power either as a result of the Poltava victory in 1709, or after the Nystadt Peace of 1721. It is difficult to agree with this. Peter the Great’s rule indeed produced a combat-ready regular army, a guard, an officer corps, a navy with shipyards, military bases, and coastal artillery. There was an upsurge in the metallurgical industry and mining. Schools with high-quality military and secular education, the Academy of Sciences, the Senate, and the Synod were established. St. Petersburg was founded. Talented and enterprising individuals were promoted to military, diplomatic and administrative posts. The main factor in the rise of the state was military modernization. The main geopolitical achievement of Peter I was the conquest of full access to the Baltic Sea. However, a limited resource base, military and diplomatic defeats and setbacks did not allow Russia to rise to the rank of a great power. The disasters of Narva in 1700 and on the Prut River in 1711 were painful. Russia lost access to the Sea of Azov, the city of Azov, city of Taganrog, the Azov squadron, shipyards and shipbuilding in the Voronezh Territory were lost. The damage from three treatises with the Ottomans in 1711-1713 was great. Russia has lost all of Zaporozhye. The demarcation of the borders of 1714 threw Russia back several hundred kilometers from the Black Sea region. In 1719, the Russian military force was squeezed out of Central Europe – from Mecklenburg. The sphere of influence of Russia after the victorious Peace of Nystad in 1721 was established only in Northern and Eastern Europe – in the Polish-Lithuanian Commonwealth, the Swedish and Danish-Norwegian kingdom, partly in Prussia. The tsar had no claims to hegemony in Europe and no claims to join the circle of the then great powers. Russia was not a great power like the Habsburg monarchy, France, Great Britain, and the Eurasian-African Ottoman Empire. Russia could not compare with the great powers of that time neither in terms of economic (industrial, financial) power, nor in terms of the intensity of expansionism. The entry of the Russian Empire into the system of international relations as one of the five great powers – France, Great Britain, Austria, Prussia, and Russia – occurred during the Seven Years War of 1756-1763. Another rise to great power took place during the reign of Catherine II. The apogee of greatness and the culmination of Russia's influence on European affairs was the Congress of Vienna in 1814-1815.
9
Cochran, Thomas C. "The Culture of Technology: An Alternative View of the Industrial Revolution in the United States." Science in Context 8, no. 2 (1995): 325–39. http://dx.doi.org/10.1017/s0269889700002040.
Full textAbstract:
The ArgumentThe purpose of this essay is revisionist on two counts: first, that the American colonies and early United States republic kept pace with Great Britain in reaching a relatively advanced stage of industrialization by the early nineteenth century and second, that the Middle Atlantic States shared equally with New England the innovative role in creating America's industrial revolution. In both cases the industrial leaders achieved their preeminence by different routes. By concentrating on the importance of the sources of machine power as the defining characteristic of industrialism, scholars have overlooked alternative paths to industrial change. In Britain steam power and the textile industry were the foundations of an industrial revolution. But in American colonies the use of water power and the growth of industries such as woodworking and building led to an equally revolutionary change in the production of machine-made products. Benign geography in colonial America provided abundant wood and water power and an excellent transportation system based on navigable rivers and a hospitable coastline. But the crucial factors were cultural: the compelling urge to do things with less human work, the open reception to new immigration, a younger and more venturesome population, a favorable legal and fiscal environment for enterpreneurs. In the American context the tendency of scholars to emphasize the leadership of New England was largely a result of the greater local availability of manufacturing records. But recent research has demonstrated that Philadelphia, the largest port of entry in the eighteenth century, was quite naturally a center of innovation in construction materials, woodworking machinery and shipbuilding to meet the needs of the expanding agricultural hinterland and the coastal trade. In sum, the values of an expanding, youthful, skilled population replenished by fresh and venturesome sources from abroad helped shape cultural values that were particularly favorable in the geographic environment of North America for alternative paths of rapid industrial growth.
10
Kazantsev, V. P. "The experience of private military shipbuilding in Russia in the context of the threat of armed conflict with Great Britain and France in the early 60s of the XIX century." Клио, no. 1 (2023): 117–22. http://dx.doi.org/10.51676/2070-9773_2023_01_117.
Full textDissertations / Theses on the topic "Shipbuilding, great britain"
1
Atkinson, Daniel Edward. "Shipbuilding and timber management in the Royal Dockyards 1750-1850 : an archaeological investigation of timber marks." Thesis, University of St Andrews, 2007. http://hdl.handle.net/10023/472.
Full textAbstract:
This work presents a study of shipbuilding and timber management in the Royal Dockyards in the period 1750 – 1850, focusing on an archaeological investigation of ship timber marks. The first chapter outlines the concept of timber marking in shipbuilding contexts, stressing the multi-disciplinary approach to the study highlighted in the available archaeological and documentary evidence by which the practice of timber marking can be understood. Chapter two outlines the background to timber marking in the Georgian era and the development of the practice within the broader advances made in shipbuilding, technology and design prior to the end of the 17th century. Chapter three outlines the developments in shipbuilding and the introduction of systems to control and standardise the management of timber in the Royal Dockyards in the 18th century. In the latter half of the 18th century we will see the attempts of naval reformers to develop these systems of timber management and pave the way for the sweeping changes made at the beginning of the 19th century. Chapter four highlights these changes with the introduction of the Timber Masters and looks at the nature of timber management and the marking of timbers as identified in documentary sources. This evidence lays the foundation for the understanding of timber marking in the 19th century as witnessed in the archaeological record. The remaining chapters present the much more extensive archaeological evidence for timber marking among several high profile assemblages. The main assemblages presented in Chapters 5 to 9 show the diversity of timber marking practices and how they relate to the working processes of the Royal Dockyards. The research offers new insights into the understanding of shipbuilding and the management of timber in the Royal Dockyards between 1750 and 1850 and explores the possibilities for further avenues of study.
2
Atkinson, Dan. "Shipbuilding and timber management in the Royal Dockyards, 1750-1850 : an archaeological investigation of timber marks /." St Andrews, 2007. http://hdl.handle.net/10023/472.
Full text
3
Robb, Johnston Fraser. "Scotts of Greenock : shipbuilders and engineers, 1820-1920; a family enterprise." Thesis, University of Glasgow, 1993. http://theses.gla.ac.uk/1376/.
Full textAbstract:
It would be an exaggeration to claim that the history of a great industry like shipbuilding in Britain, can be fully understood by concentrating on the history of only one of the many companies that contributed to the developers. However, Scotts of Greenock represent a case study that in many ways encapsulates the critical ingredients which came together to project British shipbuilding from purely local significance to world leadership between the late eighteenth century and the beginning of the twentieth century. The roots of modern British shipbuilding lie in the craft industry based on wood and sail, one dominated by small scale family and partnership enterprises typical of the eighteenth and early nineteenth century. The Scotts grew out of this milieu, their family firm dating from 1711, and their survival from that date to the 1980s, marking them out as the longest surviving and oldest firm in British shipbuilding, probably the longest established shipbuilding enterprise in the world. Survival in the small scale world of local markets for wood and sail demanded ingenuity and flexibility, together with a willingness to tackle almost any type of related trade. The Scotts excelled in this unpredictable and opportunistic environment. In Chapter 1 which examines the characteristics of the family, their enterprise in the first century of activity between 1711 and 1820, the foundation of their success is set out.
4
Connors, Duncan Philip. "The rôle of government in the decline of the British shipbuilding industry, 1945-1980." Thesis, University of Glasgow, 2009. http://theses.gla.ac.uk/1276/.
Full textAbstract:
This thesis studies the interrelationship between government and the shipbuilding industry in the United Kingdom during the so-called ‘Golden Age’ of economic growth between 1945 and 1973. It argues that actions of government in the 1960s and 70s aimed at arresting the decline of shipbuilding as an industry instead acted first as a brake on the industry’s development and second as one of the principal agents of its decline. It does this by demonstrating that the constant government led introspection into the shipbuilding industry between 1960 and 1966 delayed investment decisions by companies that were uncertain about which direction the government would take or whether it would provide funding. This thesis also demonstrates that the Wilson Labour governments’ instruments of modernisation and change, the Shipbuilding Inquiry Committee and the Shipbuilding Industry Board, chose and imposed technical and organisational solutions on the industry that did not reflect the prevailing orthodoxy of shipbuilding in competitor nations such as Japan and Sweden. This fatally damaged the industry during a time of demand for newly constructed vessels; the cheap price of crude oil in the 1960s led to a very high demand for very large crude carriers, supertankers, capable of transporting between one quarter and one half a million tons of crude oil from the Middle East to the industrial nations of North American and Europe. However, as the case studies of the Harland and Wolff and Scott Lithgow companies in this thesis demonstrates, British shipyards were ill equipped and poorly prepared to take advantage of this situation and when finally the shipyards were positioned to take advantage of the situation, the 1973 Yom Kippur War and subsequent OPEC oil embargo took away the demand for supertankers. This was when the British government dealt the now nationalised shipbuilding industry a fatal blow, subsidising supertankers no longer in demand for purchase at a heavily subsidised price by shipping lines that would place the vessels into immediate and long-term storage. In short, this thesis illuminates the complex relationship between government and industry that led to the demise of the British shipbuilding industry.
5
Davey, James. "War, naval logistics and the British state : supplying the Baltic fleet 1808-1812." Thesis, University of Greenwich, 2009. http://gala.gre.ac.uk/5653/.
Full textAbstract:
This thesis analyses the victualling system that distributed provisions to the Royal Navy fleet in the Baltic between 1808 and 1812, asking how it was done and with what success, measuring its performances over time. It covers the operational and strategic consequences of an improving logistical service, but also enables significant judgements to be made on the 18th century state, its performance under pressure of war, the public-private relationship, and the links between supply and diplomacy. The transportation of provisions to the Baltic posed serious problems for naval administrators, politicians, and admirals alike. This thesis shows that in practice, naval supply was conducted very effectively; operations in the Baltic were not harmed for want of provisions. The state used the resources of the private sector, particularly the market for shipping, to serve its interests. In the Baltic itself, means were found to secure provisions locally, even from countries in conflict with Britain. Sweden – forced into an unwanted war with Britain by Napoleon – was happy to supply the British though it required much discretion and diplomatic intrigue to avoid the ears of the French spies. Wide scale governmental reform, particularly the Commission for Naval Revision which reported from 1809, brought enhanced timeliness and efficiency to the victualling service. By 1810 a fleet lying in the Baltic was as well supplied as one lying off Deptford, significantly widening operational capabilities. The successful British blockade in the Baltic could not have been achieved twenty years earlier. It is argued that administrative developments created a strategic watershed, after which naval power could be more fully mobilised than ever before.
6
Millar, Roderick J. O. "The technology and economics of water-borne transportation systems in Roman Britain." Thesis, 2002. http://hdl.handle.net/2429/13197.
Full textAbstract:
The thesis examines a number of questions concerning the design, construction,
costs and use of Romano-British seagoing and inland waters shipping. In the first part the
reasons for the methods of construction for seagoing and coastal vessels, such as the
Blackfriars Ship 1, the St. Peter Port Ship and the Barland's Farm Boat, have been
investigated. The constructional characteristics of the two ships are massive floors and
frames, with the planking fastened only to the floors and frames with heavy clenched iron
nails. There is no edge to edge fastening of the planks, with tenons inserted into mortises
cut into the edges of the planks, as is normal in the Mediterranean tradition of ship
construction in the Roman period. The Romano-British ships also differ from the
Scandinavian tradition of clinker building with overlapping planks nailed to each other
along their length. It has been concluded that a natural phenomenon, the large tidal range
around the British Isles and the northern coasts of Gaul and Germany, had a dominant effect
on the design of seagoing vessels. Deep water harbours, such as Portus, Caesar ea
Maritima and Alexandria in the Mediterranean, where ships could lie afloat at all times,
were neither practicable nor economic with the technology available. At the British ports,
such as Dover, London and Chichester, ships had to come in with the high tide, moor to
simple wharves at the high tide level, and then settle on the ground as the tide dropped. At
the numerous small havens, inlets and estuaries around the British coasts, ships would come
in with the tide, settle on a natural or man-made 'hard' as the tide fell, and discharge cargo
over the side to carts, pack animals or people. This mode of operation required sturdy ships
that could take the ground without damage, and also withstand a certain amount of
'bumping' on the bottom in the transition period from fully afloat to fully aground.
The second part of the thesis investigates the cost of building, maintaining and
operating various types of vessels. To do this, a new mode for measuring cost, the Basic
Economic Unit, or BEU, has been developed. The probable volume of the various types of
cargoes carried has been examined. It appears that grain was the dominant cargo in both
coastal and overseas traffic. The total cost of building, maintaining and operating the
seagoing and inland water shipping was less than one percent of the gross product of
Britain, a small cost for an essential service.
Books on the topic "Shipbuilding, great britain"
1
Spencer, Stanley. Stanley Spencer: Shipbuilding on the clyde. London: Imperial War Museum, 1989.
Find full text
3
Ferguson, David M. Shipwrecks of Orkney, Shetland, and the Pentland Firth. Newton Abbot, Devon: David & Charles, 1988.
Find full text
4
Friel, Ian. The good ship: Ships, shipbuilding and technology in England, 1200-1520. London: British Museum Press, 1995.
Find full text
5
Friel, Ian. The good ship: Ships, shipbuilding and technology in England, 1200-1520. Baltimore: Johns Hopkins University Press, 1995.
Find full text
6
Friel, Ian. The good ship: Ships, shipbuilding and technology in England, 1200-1520. London: British Museum Press, 1995.
Find full text
7
David, Evans. Building the steam navy: Dockyards, technology, and the creation of the Victorian battle fleet, 1830-1906. London: Conway Maritime, 2004.
Find full text
8
Doe, Helen. Enterprising women and shipping in the nineteenth century. Woodbridge: Boydell Press, 2009.
Find full text
9
1944-, Birkler J. L., ed. Differences between military and commercial shipbuilding: Applications for the United Kingdom's Ministry of Defence. Santa Monica, CA: Rand, 2005.
Find full text
10
V, Arena Mark, ed. Monitoring the progress of shipbuilding programmes: How can the Defence Procurement Agency more accurately monitor progress? Santa Monica, CA: Rand, 2005.
Find full textBook chapters on the topic "Shipbuilding, great britain"
1
Jackson, Gordon. "Do Docks Make Trade?: The Case of the Port of Great Grimsby." In From Wheel House to Counting House, 17–42. Liverpool University Press, 1992. http://dx.doi.org/10.3828/liverpool/9780969588511.003.0003.
Full textAbstract:
This section of the journal is comprised of essays exploring the development of the port, the impact of British shipping abroad, as both a globally significant mode of transport and as a force for change within the business realm, and the rise and decline of shipbuilding industries throughout Britain, paying particular attention to Ulster and Northern Ireland, and the post-World War II period. Contributions come from Gordon Jackson; J. Forbes Munro; Robert G. Greenhill; Andrew Armitage; and Tony Slaven.
2
Fry, Joseph A. "Victory and the Death of the Partnership, 1863–1865." In Lincoln, Seward, and US Foreign Relations in the Civil War Era, 114–53. University Press of Kentucky, 2019. http://dx.doi.org/10.5810/kentucky/9780813177120.003.0005.
Full textAbstract:
This chapter examines US foreign policy challenges over the final two years of the war. Those challenges included the repercussions arising from US efforts to restrict neutral trade with the South, Confederate shipbuilding efforts in Great Britain and France, Confederate attempts to provoke an Anglo-American crisis by attacking the United States from Canada, and Napoleon III’s military and political intervention in Mexico and attempt to install a European monarch in the Western Hemisphere. By continuing their policy of belligerent warnings and timely conciliation, Lincoln and Seward successfully resolved all of these issues. Finally, this chapter includes coverage of the military and imperial dimensions of Lincoln’s policies toward Native Americans.
3
Tomlinson, Jim. "A Case-Study: Cotton." In Government and the Enterprise Since 1900, 344–77. Oxford University PressOxford, 1994. http://dx.doi.org/10.1093/oso/9780198287490.003.0014.
Full textAbstract:
Abstract A small number of sectors dominated the industrial landscape of Britain at the beginning of the twentieth century. The first census of production in 1907 showed that four such sectors-shipbuilding, iron and steel, coal-mining, and cotton-provided 60 per cent of manufacturing output and together formed a bloc of staple industries on which the industrial development of Britain in the half century before the Great War depended. None of these was so redolent of Britain ‘s pioneering role in industrialization as cotton. The key industry of the Industrial Revolution by many accounts, cotton remained a major industry by any standard up to 1914. Whilst smaller in employment and output than coal, it still employed over 600,000 workers. Above all, cotton represented British pre-eminence in international trade in manufactures (Tyson 1968). It was Britain ‘s largest export industry from the Napoleonic almost to the Second World War. At its peak in the l 880s, the Lancashire industry supplied 82 per cent of all the world ‘s trade in cotton-piece goods, the major export product of the industry (Table 13.1).
4
Collins, Michael, and Mae Baker. "British Commercial Bank Support for the Business Sector and the Pressure for Change, 1918–39." In Coping With Crisis, 43–60. Oxford University PressOxford, 2003. http://dx.doi.org/10.1093/oso/9780199259311.003.0003.
Full textAbstract:
Abstract In the interwar period commercial banks in Britain (as elsewhere) came under severe pressure to change their traditional approach to the provision of finance for the business sector. Problems arising from the disruption of the First World War, the Great Depression of 1929–32, and the long-term contraction of overseas markets for British manufacturing goods, led to major structural changes within the country’s industrial sector and to large-scale unemployment. Central to the disruption were the chronic difficulties facing the so-called traditional industries that were heavily dependent on export markets—in particular, the coal, textiles, iron and steel, shipbuilding, and heavy engineering sectors. Such problems led to an unprecedented amount of pressure (both economic and political) on the banks to become more actively involved in the affairs of their business clients.
5
Smith, Kevin. "“Immobilized by Reason of Repair” and by the Choice “Between Lithgow and Hitler”." In Decision in the Atlantic, 46–77. University Press of Kentucky, 2019. http://dx.doi.org/10.5810/kentucky/9781949668001.003.0004.
Full textAbstract:
This chapter by Kevin Smith examines Britain's survival in the Second World War and how it depended upon maintaining its lines of maritime communications for overseas supplies. Obsession with anti-submarine warfare obscures examination of complementary British managerial efforts to maximize merchant shipping capacity – especially through the key task of rapid, thorough repair of damaged cargo vessels. An examination of the comparative cost to shipping capacity imposed by submarine attacks and by repair delays illustrates the need to integrate our analysis of the managerial and martial aspects of maritime warfare by suggesting that even after acknowledging the permanent loss of sunken ships, the much larger volume of ships immobilized by reason of repair imposed a comparable reduction in cargo capacity. Consequently, Britain's dependence upon American allocations of newly-built cargo vessels was exacerbated. One especially important impediment to repairing ships (and a legacy of the Great Depression) was bitter class conflict between shipyard workers and shipbuilders, especially the Admiralty Controller of Merchant Shipbuilding and Repair – as well as between that Controller and the Minister of Labour. This chapter suggests new avenues toward situating maritime warfare in a broader context.