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Journal articles on the topic 'Shipbuilding, history'

Author: Grafiati

Published: 4 June 2021

Last updated: 28 July 2024

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1

Shi, Jiangang. "History of Tsuneishi Shipbuilding’s Technological Development - Future Shipbuilding through Collaboration." Journal of The Japan Institute of Marine Engineering 51, no. 5 (2016): 635–36. http://dx.doi.org/10.5988/jime.51.635.

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2

Allamuratov, Sh. "History of Amu Darya Shipbuilding." Bulletin of Science and Practice 6, no. 10 (October 15, 2020): 422–29. http://dx.doi.org/10.33619/2414-2948/59/38.

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This article describes the history of the emergence and development of water transport on the Amu Darya waterway, their importance on the waterway, as well as the role of these vehicles in the transportation of commercial goods on the banks of the Amu Darya. In addition, the article analyzes such issues as the development of shipping, the construction of ships in the Bukhara Emirate and Khiva Khanates.

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3

Bellamy, Martin. "British Shipbuilding,1500–2010: A history." Mariner's Mirror 101, no. 1 (January 2, 2015): 119–22. http://dx.doi.org/10.1080/00253359.2015.994829.

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4

Chirillo, L. D., and R. D. Chirillo. "The History of Modern Shipbuilding Methods: The U.S.-Japan Interchange." Journal of Ship Production 1, no. 01 (February 1, 1985): 1–6. http://dx.doi.org/10.5957/jsp.1985.1.1.1.

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This paper was given as testimony during a 20 June 1984 hearing by the House Merchant Marine Subcommittee. Thus, the entire paper is part of the Congressional Record. The testimony relates a concise history of modern shipbuilding methods, a brief description of those methods, and prerequisites for modern shipbuilding to take hold in the United States.

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5

Thiesen, William H. "Origins of Iron Shipbuilding." International Journal of Maritime History 12, no. 1 (June 2000): 89–109. http://dx.doi.org/10.1177/084387140001200105.

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6

Bhattacharya, Bhaswati. "A Note on the Shipbuilding in Bengal in the Late Eighteenth Century." Itinerario 19, no. 3 (November 1995): 167–74. http://dx.doi.org/10.1017/s0165115300021380.

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Both overseas trade and shipbuilding in India are of great antiquity. But even for the early modern period, maritime commerce is relatively better documented than the shipbuilding industry. When the Portuguese and later the North Europeans entered the intra-Asian trade, many of the ships they employed in order to supplement their shipping in Asia were obtained from the Indian dockyards. Detailed evidence with regard to shipbuilding, however, is very rare. It has been pointed out that the Portuguese in the sixteenth century were more particular than their North-European counter-parts in the following centuries in providing information on seafaring and shipbuilding. Shipbuilding on the west coast has been discussed more than that on the eastern coast of India, particularly the coast of Bengal. Though Bengal had a long tradition of shipbuilding, direct evidence of shipbuilding in the region is rare. Many changes were brought about in the history of India and the Indian Ocean trade of the eighteenth century, especially after the 1750s. When the English became the largest carriers of Bengal's trade with other parts of Asia, this had an impact on the shipbuilding in Bengal. It was in their interest that the British in Bengal had their ships built in that province.

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7

Valdaliso, Jesús M. "‘Moving up in the league’ with a little help from the state: The Spanish shipbuilding industry during the developmental Francoist regime." International Journal of Maritime History 30, no. 3 (August 2018): 488–507. http://dx.doi.org/10.1177/0843871418778996.

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The aim of this article is to explain the factors that underpinned the expansion of the Spanish shipbuilding industry during the Francoist regime, when it grew to rank fourth in the league of shipbuilding nations in the 1970s. After a brief description of the evolution of its output and markets, the article focuses on three aspects of shipbuilding: technology and costs; industrial structure and ship specialisation; and, above all, the strong government support that made this industry one of the symbols of the international success of the Franco’s new developmental policies.

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8

Fatah-Black, Karwan. "Shipbuilding and repair in eighteenth-century Suriname." International Journal of Maritime History 31, no. 3 (August 2019): 521–38. http://dx.doi.org/10.1177/0843871419862171.

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Suriname’s pre-modern economy was entirely dependent on water transport. While shipbuilding in the colony itself was not encouraged by the directors of the Suriname Company (1683–1795) in Amsterdam there was a need to support the colony’s transoceanic, regional and local transport. This article finds that Suriname certainly had an infrastructure for shipbuilding and repair, but its existence has been neglected in the historiography. Since there is no literature on shipbuilding in colonial Suriname this article explores a wide variety of primary sources to piece together the various types of shipbuilding and repair conducted in the colony. We have found that there was a modest-sized barge wharf, as well as the production of small vessels on the plantations, and among the maroons and indigenous people in the interior. The colony furthermore procured ships on an ad hoc basis from the regional North American shipping connections with Suriname.

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9

Trindade, Ana Rita. "Regional timber supply for shipbuilding and maintenance of war fleets in Cadiz: methods, agents and phases (1717-1736)." Studia Historica: Historia Moderna 43, no. 1 (June 30, 2021): 139–94. http://dx.doi.org/10.14201/shhmo2021431139194.

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In the period of 1717-1736, the southern peninsular forests became a new resource frontier at the service of the Spanish Navy, in the context of the Bourbon Reforms. The timber supply for shipbuilding and maintenance of war fleets in Cádiz was made through four methods: direct administration by commissioned services; purchase from regional middlemen merchants; articulation between contractors and direct administration; articulation with the Royal Exchequer. The rhythm of supply was the reflex of different needs and constraints in three phases: maintenance of fleets during the period of consolidation of Cádiz as a naval and commercial center (1717-1727); the first shipbuilding series (1728-1731); the impact of the 30’s Mediterranean campaigns and the shipbuilding production of Ciprian Autran (1731-1736).

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10

Rao, PNV Srinivasa, and PVY Jayasree. "Evaluation of IIOT based Pd-MaaS using CNN with Ensemble Subspace Discriminate – for Indian Ship Building in Maritime Industry." International Journal of Electrical and Electronics Research 11, no. 1 (March 30, 2023): 103–11. http://dx.doi.org/10.37391/ijeer.110114.

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Indian shipbuilding has a long history in the maritime industry dating back to the origin of civilization. India's shipbuilding sector is primarily concentrated in its coastal regions. Due to capacity constraints and decreased shipbuilding prices in emerging nations, shipbuilding activities has changed. This has created fresh opportunities for the Indian shipbuilding industry. The prospects for the Indian shipbuilding sector are improved by rising global trade and strong need for modern boats. This study investigates the use of Predictive Maintenance as a Service on the Industrial Internet of Things (IIoT-PdMaaS). Artificial intelligence (AI) in the maritime industry has numerous major benefits, including improved decision-making analysis, automation, security, route planning, and increased efficiency. So, Pd-MaaS using IIOT (Convolution neural network (CNN) with Ensemble Boosted Tree Classifier) framework was developed in this study. This research shows 88.3% accuracy of CNN output for confusion matrix implying a positive connection with our proposed model for Indian ship building industry

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11

Ville, Simon. "Sunderland Shipbuilding: Pre-Eminence Restated." International Journal of Maritime History 2, no. 2 (December 1990): 195–211. http://dx.doi.org/10.1177/084387149000200211.

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12

Quinn, Paul. "WROUGHT IRON'S SUITABILITY FOR SHIPBUILDING." Mariner's Mirror 89, no. 4 (January 2003): 437–61. http://dx.doi.org/10.1080/00253359.2003.10656875.

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13

Lehmann, Eike, and Wolf-Dieter Hoheisel. "Anmerkungen zum Schiffbau der Hansezeit." Hansische Geschichtsblätter 134 (April 18, 2020): 205–17. http://dx.doi.org/10.21248/hgbll.2016.39.

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Remarks on Shipbuilding in the Hanseatic PeriodAs naval architects especially interested in the history of shipbuilding during the Hanseatic period, we feel compelled to highlight some disturbing aspects of the scholarly discussions of shipping among Hanseatic historians. In particular, we note a number of definitions and findings that simply cannot be squared with the physical and technical principles which modern naval architecture has discovered. Of course, we all agree that Hanseatic shipbuilding was a rough-and-ready affair, in which trial and error led to an intuitive understanding of the physical principles involved, even if these were not articulated. Blissfully unaware of maritime engineering, Hanseatic historians have, however, advanced arguments which, viewed in the light of the current state of knowledge in shipbuilding science, are unconvincing. For instance, concepts such as wales or bends and other structural terms, e.g. deck beams and watertight decks, are described without any clear explanation of their function. Moreover, the definitions of deadweight tonnage, freeboard, calculation of displacement, and the dependency of ship safety on freeboard are inadequate. In short, there is a crying need for cross-polination between Hanseatic historians and naval architects, since a linkage between the archival material and the scientific principles of maritime engineering cannot be but fruitful.

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14

van Rossum, Matthias. "Building maritime empire: Shipbuilding and networks of coercion under the Verenigde Oost-Indische Compagnie (VOC) in South and Southeast Asia." International Journal of Maritime History 31, no. 3 (August 2019): 465–80. http://dx.doi.org/10.1177/0843871419860699.

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This article maps the overseas infrastructure of the Dutch East India Company (VOC) for ship maintenance and shipbuilding. Reversing the perspective on the VOC, emphasizing the centrality of the ‘overseas’ or Asian activities, it studies how the VOC set up an infrastructure for shipbuilding, ship maintenance, and the necessary supporting industries in Asia. Historians have primarily examined the Company as a ‘merchant’, but the organization of the workplaces and underlying infrastructure for building and repairing ships reveals how important it activities and role as ‘potentate’ and ‘producer’ were. Mobilizing the resources and labour needed for the maintenance of its maritime infrastructure, especially in shipbuilding and repairs, the Company alternated monopolistic and outsourcing strategies, and regularly resorted to coercion.

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15

Murphy, Hugh. "Shipbuilding and the International Journal of Maritime History." International Journal of Maritime History 26, no. 1 (January 16, 2014): 130–38. http://dx.doi.org/10.1177/0843871413515820.

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16

Zhang, Xin. "Chinese Shipbuilding amid Historical Changes: An Overview." Asian Review of World Histories 11, no. 1 (January 26, 2023): 130–52. http://dx.doi.org/10.1163/22879811-bja10008.

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Abstract The most significant advance in recent years in the study of Chinese technology is the realization of China’s own achievements in producing and improving technology in a global context. Not only did the realization allow us to move away from the Western-centric narrative that pitted Chinese technology against Western science, but it also brought us to discover the Chinese people’s own identity in technological development. Because of this advance, we are now able to focus our attention on subjects such as technology’s meaning to the average person rather than the perception Chinese intellectuals had of Western science. As a contribution to that effort, this article will provide a synopsis of the history of Chinese shipbuilding from the country’s early civilization to the end of the eighteenth century. I will survey the development of Chinese shipbuilding technology as it reacted to opportunity and challenge over an historical stretch of time. I will suggest that the history of Chinese shipbuilding was marked not only by the Chinese shipbuilders’ ability to take advantage of every opportunity provided by the changes to enhance technology but also by their tenacity in the face of government restrictions on maritime activities. The combination of the two defines the history of Chinese shipbuilding.

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17

Barendse, R. J. "Shipbuilding in Seventeenth-Century Western India." Itinerario 19, no. 3 (November 1995): 175–95. http://dx.doi.org/10.1017/s0165115300021392.

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The history of Indian shipbuilding is a relatively well-studied topic. There are two strands of literature on Indian shipping. First there is the Indian: R.N. Mukherjee (1923) is, in spite of some minor criticism which could be levelled at it, still the basic work on the topic. Among the more recent contributions should be mentioned those of L. Gopal and J. Qaisar. The second strand is Portuguese. Much of the Portuguese work on ‘Portuguese’ shipbuilding in the sixteenth century deals with shipbuilding in Goa. Now, was this ‘Portuguese’ shipbuilding or ‘Indian’ shipbuilding? ‘European’ and ‘Indian’ technology were so closely interlinked on the west coast of India that it is impossible to make a clear distinction. The seminal contributions on this topic are the already very well-established works of Commodore Quirinho da Fonsequa and of Frazāo de Vasconselhos. Their articles, which have appeared in several Portuguese journals, very much deserve an English translation. More recently the important work by A. Marques Esparteiro on the ships used in the carreira da Índia has appeared.

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18

Polónia, Amélia, and Liliana Oliveira. "Shipbuilding in Portuguese overseas settlements, 1500–1700." International Journal of Maritime History 31, no. 3 (August 2019): 539–58. http://dx.doi.org/10.1177/0843871419862711.

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Shipbuilding was an essential element in the creation of overseas empires during the early modern period. It generated demand for raw materials, technology and manpower, and in many cases received direct support from the state. The Portuguese shipbuilding industry enjoyed various incentives from the Crown, but was always a mix between state and private enterprise. With Portugal expanding overseas, building and repairing ships in the various Portuguese possessions became an option. Initially, it was viewed critically by the metropolitan authorities, as they feared losing control. Soon, however, the logistical needs of empire meant that public and private agencies began providing shipbuilding facilities in Portugal’s overseas territories. In Brazil, the abundance of high-quality wood militated in favour of the establishment of shipyards. Wood cut there or on the Atlantic coast of Africa was also transported to metropolitan Portugal. Shipbuilding specialists were sent out to Brazil to supervise the selection of suitable wood, and soon started to operate shipyards there. Little is known about shipbuilding in the Portuguese possessions in western Africa, while more can be said about the industry on the shores of the Indian Ocean. Shipyards in India, particularly in Goa and Cochin, were developed to meet the challenges and needs of formal and informal ‘empire’, particularly regarding ship repairs. The Ribeira de Goa replicated first the Ribeira das Naus of Lisbon, but soon individual shipyards took over specific functions. Crown control, initially tight and systematic, proved difficult to maintain. Indian woods were known for their hardness and durability and were shipped to Europe to build ships for the Indian Route. Expert labourers migrated from Portugal to overseas possessions, with specialists in metallurgy joining the shipbuilders. The scope of the operation also required the recruitment of local shipbuilders. In general, and for its financial resources, Portuguese colonial shipbuilding soon relied on a cooperation of state and private initiative, much as at home.

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19

Madsen, Chris. "Pacific advantage: Wooden shipbuilding in British Columbia, Washington State and Oregon during the First World War." International Journal of Maritime History 29, no. 1 (February 2017): 68–89. http://dx.doi.org/10.1177/0843871416678172.

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This comparative overview assesses physical and cross-border factors behind wartime wooden shipbuilding in North America’s Pacific Northwest. Local resources, government procurement arrangements, private companies running shipyards, and types of workers building standard ships to a variety of designs are considered. Wooden shipbuilding, from a programme perspective, was soundly managed but delivered ships too late to have any real impact on the First World War.

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20

Gasch-Tomás, José Luís, Koldo Trápaga Monchet, and Ana Rita Trindade. "Shipbuilding in times of war: Contracts for the construction of ships and provision of supplies in the Spanish Empire in the early seventeenth century." International Journal of Maritime History 29, no. 1 (February 2017): 187–92. http://dx.doi.org/10.1177/0843871416679124.

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In the early seventeenth century, the construction of galleons and high seas warships became an essential strategic concern for the king of Spain, even more so than in the previous century. In 1603, Philip III ordered the establishment of a Committee for the Building of Ships ( Junta para la Fábrica de Navíos), which signed several contracts ( asientos) with private individuals to build squadrons and ships. What were the shipbuilding conditions outlined in contracts signed under the auspices of such a committee? By addressing this question, this research note sheds light on the shipbuilding strategies of the Spanish Crown before the Twelve Years’ Truce (1609–1621). The notes are part of an ongoing research project on the Spanish Empire’s political restructuring of shipbuilding policies during the first half of the seventeenth century.

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21

Alekseev, Timofei Vladimirovich, and Oleg Veniaminovich Belenovich. "Military shipbuilding in the Volga region (XVIII-early XX centuries) in Russian historiography." Исторический журнал: научные исследования, no. 3 (March 2024): 94–117. http://dx.doi.org/10.7256/2454-0609.2024.3.69309.

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The article is devoted to the problem of the emergence and development of the industrial base of military shipbuilding in pre-revolutionary Russia in the Volga region. Its purpose is to analyze the work of domestic researchers on this problem, to identify on this basis the features of the shipbuilding industry in the region, to create a complete picture of its formation and development. The study was conducted within the framework of the individual periods proposed by the author, the grounds for which were both fluctuations in Russia's foreign policy in the Caspian Sea region and changes in the technical and technological aspects of shipbuilding itself. Special attention is paid to the emergence and activities of two major centers of Volga shipbuilding – the admiralty in Kazan and Astrakhan, attention is paid to the development of their production infrastructure, as well as their personnel and logistical support. The research uses both general philosophical methods of analysis and ascent from the concrete to the abstract, as well as special historical methods: chronological, periodization and comparative historical. It is revealed that organized state military shipbuilding in the Volga region arose both to implement the goals of Russia's eastern policy and to meet the needs for shipbuilding materials of the fleet being built on the Baltic Sea. The limited foreign policy goals in the Caspian Sea region predetermined the specific appearance of the shipbuilding industry formed in the Volga region. The conclusion is made about the commensurate development of the shipbuilding base in the Volga region to the level of threats to Russia's national security that existed in the Caspian Sea region during the period under study. It is emphasized that a specific feature of the shipbuilding industry's production and logistics infrastructure in the Volga region was its focus on providing strategic materials to other shipbuilding centers in Russia, primarily those working in the interests of the Baltic Fleet. The problems and issues of the history of military shipbuilding in the Volga region that require further study are shown.

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22

Ville, Simon. "Craig on Sunderland Shipbuilding: A Comment." International Journal of Maritime History 4, no. 1 (June 1992): 155–58. http://dx.doi.org/10.1177/084387149200400111.

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23

Chida, Tomohei, and Peter N. Davies. "The Japanese Shipping and Shipbuilding Industries." International Journal of Maritime History 2, no. 2 (December 1990): 241–45. http://dx.doi.org/10.1177/084387149000200213.

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24

Fourquin, N. M. H. "A MEDIEVAL SHIPBUILDING ESTIMATE (C. 1273)." Mariner's Mirror 85, no. 1 (January 1999): 20–29. http://dx.doi.org/10.1080/00253359.1999.10656725.

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25

Bellamy, Martin. "Shipbuilding and cultural identity on Clydeside." Journal for Maritime Research 8, no. 1 (December 2006): 1–33. http://dx.doi.org/10.1080/21533369.2006.9668353.

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26

Antunes, Cátia. "European shipbuilding and ship repairs outside Europe: Problems, questions and some hypotheses." International Journal of Maritime History 31, no. 3 (August 2019): 456–64. http://dx.doi.org/10.1177/0843871419860691.

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This special issue explains how and why European maritime powers resorted to ship repair and shipbuilding overseas, and how these activities, in multiple ways, justify a re-evaluation of the global impact of shipbuilding worldwide and the influence it had in defining overseas empires. The explanation and further considerations in the core articles examining the Dutch experience of shipbuilding and ship repairs overseas, in both the Atlantic and Indian Oceans, are based on original research, in which the Dutch experience is positioned in relation to what is known for the French, the English/British, the Portuguese and the Spanish empires. Rather, however, than aiming at a comparative approach to this subject, the goal of these articles is to produce a baseline of information that may lie at the core of future research in specific areas of the world, across different empires, or between regions in the same empire.

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27

Goodburn, D. M. "Medieval circular saws for shipbuilding?" International Journal of Nautical Archaeology 22, no. 3 (August 1993): 291–92. http://dx.doi.org/10.1111/j.1095-9270.1993.tb00423.x.

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28

Goodburn, D. "Medieval circular saws for shipbuilding?" International Journal of Nautical Archaeology 22, no. 3 (August 1993): 291–92. http://dx.doi.org/10.1006/ijna.1993.1013.

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29

Williams, William J., Daniel Todd, and Michael Lindberg. "Navies and Shipbuilding Industries: The Strained Symbiosis." Journal of Military History 61, no. 2 (April 1997): 418. http://dx.doi.org/10.2307/2954022.

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30

Levchenko, Valery, and Halyna Levchenko. "From the History of shipbuilding: the «Odesa» period of activity of Professor Charles Clark." Scientific Papers of the Kamianets-Podilskyi National Ivan Ohiienko University. History 39 (April 6, 2023): 134–43. http://dx.doi.org/10.32626/2309-2254.2023-39.134-143.

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The purpose of the study is to conduct a comprehensive study of the biography of Ch. Clark in the “Odesa” period of his life at the pedagogical and scientifi c levels. Th e research methodology is based on the principles of concrete-historical approach or historical method, ob- jectivity, comprehensiveness and integrity, consistency, and on the usage of the given me thods: analysis and synthesis, historical-genetic, comparative-historical, historical-typological, and problem-chronological. Th e scientifi c no velty of it is that for the fi rst time in historiography, the role of Professor Ch. Clark in the creation and formation of the methodical-pedagogical and scien- tifi c-technical base of higher polytechnic education in Odesa, as one of the leading educational and scientifi c centers of Ukraine, is comprehensively presented. Conclusions. Ch. Clark made a signifi cant contribution to the organization and institutionalization of the Odesa Polytechnic Institute, in particular to the development of shipbuilding in Odesa and in Ukraine in general. Th e article is devoted to the analysis of the «Odesa» period of life of the well-known European spe- cialist in the fi eld of shipbuilding, design engineer, researcher of heat engineering, hydraulics and hydraulic engines – Ch. Clark. Reconstruction of this period of the scientist’s life allows to estab- lish the factors that infl uenced the changes in his life and moving to Odesa, to analyz e the main directions of his activity, which became part of the content and specifi cs o f the formation and development of higher shipbuilding education in Ukraine. Th e factual understanding of the main directions of life of the theorist and the practice of shipbuilding against the background of histori- cal events and phenomena will allow to fi nd out about his place and role as a person in history. Th e «Odesa» period of Ch. Clark’s life, his scientifi c and pedagogical aspects of activity still remain unexplored, so wit hout a doubt, deserve a special scientifi c study that will demonstrate the cont- ribution of this extraordinary person to the development of educational and scientifi c processes in the technical fi eld. Ukraine. Based on the biographical method of analysis, the creative path o f the founder of higher shipbuilding education in the South of Ukraine is considered. Th e appea- rance of Ch. Clark in Odesa contributed to the penetration into the academic environment of the technical fi eld of knowledge of the traditions of Western European education and science, which generated the popularization and intensifi cation of scientifi c and technological progress. In his new place, the scientist became an authoritative specialist in the process of formation and evolu- tion of many areas of the technical fi eld of science, which became the driving force in creating their theoretical and methodological basis. Using a wide range of methods of historical research and on the basis of archival sources, the factors of development of higher polytechnic education in Odesa, the formation of scientifi c schools in the fi eld of shipbuilding and other areas of technical science are identifi ed. Th e signifi cant and invaluable contribution of Clark to the motivation and actualization of the development of higher education and research in the fi eld of shipbuilding in the coming years is pointed out. Th e emergence of a higher polytechnic education institution in the south of Ukraine, which trained highly qualifi ed technical personnel, in particular in the fi eld of shipbuilding, generally contributed to the modernization of the Ukrainian higher polytechnic education system and the formation of one of the leading centers of scientifi c and technical intel- ligentsia. methodological principles and practical experience of technical science.

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31

Ellsworth, Ernest D., and H. Bruce Bongiorni. "Zone Logic Applications for Submarine Overhauls." Journal of Ship Production 5, no. 03 (August 1, 1989): 179–87. http://dx.doi.org/10.5957/jsp.1989.5.3.179.

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Japanese shipbuilding methods have typically been applied in new ship construction. As shipbuilding declines, the ship repair market has become more competitive and shipyards have started to apply some of these principles to ship repair. Public shipyards have been the most active in this technology development. This paper addresses some of the history and problems that have been encountered at Portsmouth Naval Shipyard in the application of zone outfitting methods.

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32

Rourke, Bill. "History of the Australian and New Zealand Shipbuilding Industries." Maritime Studies 1995, no. 80 (January 1995): 1–14. http://dx.doi.org/10.1080/07266472.1995.10878406.

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33

Heijink, Martijn. "‘Yet this comes in useful for building ships’: Shipbuilding and repairs in New Netherland." International Journal of Maritime History 31, no. 3 (August 2019): 495–507. http://dx.doi.org/10.1177/0843871419860695.

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Contemporaries cited the great wood reserves of the colony of New Netherland on the Hudson River as an excellent resource for shipbuilding. However, this remained a small industry during the colony’s Dutch period between 1624 and 1664. Ship repairs in New Netherland took off on a small scale: vessels calling at the colony were repaired with limited means or entirely new vessels were constructed if a ship was found to be irreparable. Skilled workers who could construct small boats were at least present in New Netherland around 1630. There is evidence for structural shipbuilding in the 1630s. In this decade, the West India Company had a small shipyard on Manhattan and employed a shipwright who was mainly concerned with building small vessels for local and regional use, as well as repairs to Company ships calling at the colony. This pattern seems to have continued in later years. The scale of shipbuilding and repairs in New Netherland was much smaller than in New England. The latter colony had a geography comparable to the former and developed a significant export trade of newly built ships. New England developed this shipbuilding industry because it lacked other export goods, such as cash crops. New Netherland did not need to do this, because it could focus on its lucrative export of beaver skins. New Netherland also faced much heavier competition from shipyards in the Netherlands than New England did from British shipyards.

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34

Geary, F., and W. Johnson. "Shipbuilding in Belfast, 1861–1986." Irish Economic and Social History 16, no. 1 (May 1989): 42–64. http://dx.doi.org/10.1177/033248938901600103.

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35

De, Zhou Shi. "Classical chinese contributions to shipbuilding." Endeavour 11, no. 1 (January 1987): 2–4. http://dx.doi.org/10.1016/0160-9327(87)90162-1.

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36

Iqbal, K. Shahriar, N. M. Golam Zakaria, and Kh Akhter Hossain. "IDENTIFYING AND ANALYSING UNDERLYING PROBLEMS OF SHIPBUILDING INDUSTRIES IN BANGLADESH." Journal of Mechanical Engineering 41, no. 2 (April 16, 2011): 147–58. http://dx.doi.org/10.3329/jme.v41i2.7509.

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Shipbuilding is considered to be a thrust sector in the economy of Bangladesh. But various problems are there to obstruct the development of this sector. This paper is aimed to identify the underlying problems and then analyze the nature of the problems to make it helpful overcoming the obstacles. A brief history and prospect of the shipbuilding industries in Bangladesh in the perspective of global scenario is also discussed.DOI: http://dx.doi.org/10.3329/jme.v41i2.7509

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37

Madsen, Chris. "War stimulus: The Japanese threat and rebirth of the North America Pacific Coast shipbuilding industry, 1937-1946." International Journal of Maritime History 33, no. 2 (May 2021): 382–411. http://dx.doi.org/10.1177/08438714211013555.

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Henry Eccles, in classic studies on logistics, describes the dynamics of strategic procurement in the supply chain stretching from home countries to military theatres of operations. Naval authorities and industrialists concerned with Japanese aggression before and after Pearl Harbor looked towards developing shipbuilding capacity on North America’s Pacific Coast. The region turned into a volume producer of merchant vessels, warships and auxiliaries destined for service in the Pacific and Indian Oceans. Shipbuilding involved four broad categories of companies in the United States and Canada that enabled the tremendous production effort.

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38

Lorenz, Edward H. "Crafting a Reply: British Shipbuilding Decline Revisited." International Journal of Maritime History 5, no. 1 (June 1993): 239–48. http://dx.doi.org/10.1177/084387149300500113.

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39

Walker, Fred M. "The Rise and Fall of British Shipbuilding." Mariner's Mirror 102, no. 1 (January 2, 2016): 95–97. http://dx.doi.org/10.1080/00253359.2016.1135619.

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40

Fox, Frank. "THE ENGLISH NAVAL SHIPBUILDING PROGRAMME OF 1664." Mariner's Mirror 78, no. 3 (January 1992): 277–92. http://dx.doi.org/10.1080/00253359.1992.10656407.

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41

Feldman, Mikhail. "Shipbuilding under Nicholas II (About the New Book by V.V. Polikarpov)." Issues of Economic Theory 20, no. 3 (August 12, 2023): 171–77. http://dx.doi.org/10.52342/2587-7666vte_2023_3_171_177.

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The book of V.V. Polikarpov “Shipbuilding under Emperor Nicholas II. Essays on technological history. The novelty of the study is noted, based on a frontal study of archival sources of the Council of Ministers, the Maritime Ministry and its subordinate institutions and enterprises, from five central and two regional archives; verbatim reports of the Congress of representatives of industry and trade. It is supplemented by a systematic analysis of sources containing expert and scientific assessments of the quality of the technical and technological processes of shipbuilding and the characteristics of the ships transferred to the fleet. For the first time, the study concerns all types of ships, supplying them with artillery and power plants. A comprehensive study of the sources allowed the author to give a new scientific assessment of many well-established provisions contained in the historical literature. The development of shipbuilding is revealed as a changeable process, whose characteristics were determined by the requests of the Naval Ministry, the need to meet the best examples of world shipbuilding, as well as the capabilities of Russian industry.

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Wixforth, Harald. "Schiffsfinanzierung im Wandel – Finanzintermediäre und maritime Wirtschaft am Finanzplatz Hamburg vom Kaiserreich bis zum Ende der Weimarer Republik." Zeitschrift für Unternehmensgeschichte 64, no. 2 (September 1, 2019): 217–54. http://dx.doi.org/10.1515/zug-2018-0019.

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AbstractFor more than 30 years bank-industry relations have been one of the most important subjects of financial research and history. Despite all research we are still lacking results on this topic for several branches of German industry, e. g. shipbuilding and shipping. Therefore, the article tries to analyze the relations between financial institutions and some of the prominent enterprises of maritime industry in Hamburg – in the 19th and 20th century the most important financial center in Northern Germany as well as place for shipping and shipbuilding. Finally, the article compares the results to those of other studies on bank-industry-relations in Germany in order to show whether there were specific characteristics in financing shipbuilding and shipping. Additionally, the article wants to stimulate further intensive research on this subject.

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Mawdsley, Evan. "Warship Builders: An industrial history of naval shipbuilding, 1922–1945." Mariner's Mirror 107, no. 2 (April 3, 2021): 251–52. http://dx.doi.org/10.1080/00253359.2021.1903754.

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44

Craggs, John, Hugh Murphy, and Roger Vaughan. "A shipbuilding consultancy is born: The birth, growth and subsequent takeovers of A&P Appledore (International) Limited, and the A&P Group, 1971–2017." International Journal of Maritime History 30, no. 1 (February 2018): 106–30. http://dx.doi.org/10.1177/0843871417742272.

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There is a distinct lacuna in the historiography of British shipbuilding in that the role of independent consultants within it is largely unknown. This article attempts to rectify this gap by analysing the birth, growth and subsequent denouement of the industry’s most important consulting firm, A&P Appledore (International) Ltd (APA), and setting it in its domestic and international context. Sadly, through its various incarnations, the business records of APA have been lost. However, this article draws upon the recollections and retained correspondence of two senior directors of APA, John Craggs and Roger Vaughan, and other APA consultants. As such, it sheds new light on an under-researched aspect of British and international shipbuilding history.

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Valdez-Bubnov, Ivan. "Crown, trade, church and indigenous societies: The functioning of the Spanish shipbuilding industry in the Philippines, 1571–1816." International Journal of Maritime History 31, no. 3 (August 2019): 559–73. http://dx.doi.org/10.1177/0843871419860698.

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The purpose of this study is to understand the political, social, economic and military factors that shaped the evolution of Spanish shipbuilding for the Acapulco-Manila trade route under the Habsburg and Bourbon dynasties (1571–1815). It focuses on the main variables that affected the size of the trans-Pacific galleons, on the objectives of the Spanish crown’s shipbuilding legislation, and on the methods used by Spanish colonial administrators to mobilize human and material resources in the Philippines. It discusses the role of the religious orders in the functioning of this industry, particularly in opposing the negative social consequences of shipbuilding. It also details the administrative reforms that shaped the development of this industry during the eighteenth century, which sought to limit the exploitation of the local workforce by transferring executive powers from local government officials and encomenderos to the friars. Finally, it also discusses the measures implemented by the Bourbon regime to increase its control over the functioning of the shipyards, particularly during the late eighteenth century. Although this article focuses on the construction of the largest ships launched from the Philippine shipyards, its conclusions can be extended to other types of vessels built by the Spanish administration in the archipelago during this period.

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Neuner, Stefan. "Painting and Shipbuilding: Carpaccio’s Art of Transformation." Viator 53, no. 2 (July 2023): 37–62. http://dx.doi.org/10.1484/j.viator.5.135761.

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Mack-Forlist, D. M. "Comments on “The History of Modern Shipbuilding Methods: The U.S.-Japan Interchange” and “The Productivity Problem in U.S. Shipbuilding”." Journal of Ship Production 1, no. 04 (November 1, 1985): 215–21. http://dx.doi.org/10.5957/jsp.1985.1.4.215.

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Comparisons of technology and productivity between U.S. and Japanese shipyards are made in two papers in the first issue of the Journal.23 Such comparisons are very difficult and, to some extent, questionable because of the differences in ships and in cost-keeping practices. They are complicated further by the intervention of governments in shipyard operations. In any case, the comparisons show that equalling foreign productivity would not make U.S. shipyards cost-competitive. A coherent government policy implemented by coordinated action is necessary to ensure the operating stability which is essential for productivity and innovation. This was shown by the U.S. wartime program. Clear aims and policies and coordination by government and industry—the entire industry, not led by any one organization or individual, such as Kaiser—produced both extraordinary output and innovation. Many new technologies can only be applied successfully in long-run stable programs which make the productivity gains from both innovation and series production possible.

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Odegard, Erik. "Construction at Cochin: Building ships at the VOC-yard in Cochin." International Journal of Maritime History 31, no. 3 (August 2019): 481–94. http://dx.doi.org/10.1177/0843871419860696.

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The port of Cochin on the Malabar Coast of India had always been a centre of shipbuilding. After the Dutch conquest in the port in 1663, the Dutch East India Company (VOC), too, established a shipyard there. At this yard, the VOC experimented with building ocean-going ships until the management of the company decreed that these were to be built solely in the Dutch Republic itself. During the first half of the eighteenth century, the yard focused on the repair of passing Indiamen and the construction of smaller vessels for use in and between the VOC commands in Malabar, Coromandel, Bengal and Sri Lanka. For most of the vessels built during the 1720s and 1730s, detailed accounts exist, allowing for a reconstruction of the costs of the various shipbuilding materials in Malabar, as well as the relative cost of labour. From the 1750s onwards, operations at the yard again become more difficult to discern. Likely, the relative decline of the VOC’s presence in Malabar caused a reduction in operations at the yard, but the shipyard was still in existence when Cochin was captured by British forces in 1795. However, this did not mean the end of Cochin as a shipbuilding centre, as a number or Royal Navy frigates were built at Cochin during the early nineteenth century.

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Lemmers, Alan. "The Pillars of Dutch Naval Shipbuilding after 1945." Northern Mariner / Le marin du nord 25, no. 3 (July 31, 2015): 265–87. http://dx.doi.org/10.25071/2561-5467.241.

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Davis, S. Mathwin. "The Defence Supply Naval Shipbuilding Panel, 1955-1965." Northern Mariner / Le marin du nord 2, no. 4 (October 1, 1992): 1–14. http://dx.doi.org/10.25071/2561-5467.801.

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