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When the sailing ship became a viable means of long-distance transport by aboutshipbuilding assumed real economic and strategic importance. By developing technical innovations, shipbuilders enhanced the efficiency of water transport, and thus supported the growth of world trade. Moreover, they came to occupy a central place within commercial webs that fostered trading; builders forged links with input suppliers, merchants, ship owners, and insurance providers.

Governments came to see shipbuilding as a strategic industry, not only because trade and overseas possessions had to be protected by navies, but also because an efficient merchant fleet enabled nations to import vital materials and pay their way in the world by exporting goods. Indeed, a ship is essentially a vessel, or a self-propelled container. The builder's task is to construct Colonial Shipbuilding Wood Gmbh a ship that represents a suitable compromise between speed, seaworthiness, and carrying capacity.

For example, a sleek hull will increase speed, but it will afford less stability and cargo space. The builder must also take into account the depth of the harbors served and the types of goods the ship will convey. Thus, the shipbuilder balances engineering principles with variables affecting economic performance. A revolution in European ship design occurred after hitherto, Chinese ships were larger and technically superior as shipbuilders moved from constructing simple ships to colonial shipbuilding wood 32 types with hulls of up to feet in length.

Portugal produced the clonial, a lanteen-rigged ship with a triangular sail, used on voyages of discovery. Square-rigged types built at this time included the car-rack, an early version of the Spanish galleon. Dutch sbipbuilding developed the efficient fluit. All of these vessels had blunt bows and broad beams, which made them stable and slow but afforded large carrying colonial shipbuilding wood 32. Shipbuilding was a labor-intensive assembly operation carried out on a seasonal basis.

Different types of wood were used for specific parts of the ship. Oak was used in areas where strength was vital, and softwoods colonial shipbuilding wood 32 used for decks and masts. Water tightness was achieved by caulking, that is, pounding fabric soaked in pitch into spaces between planks. Sails were made from linen and, later, canvas, and ropes were woven from hemp.

Iron was used only for components such as anchors. During the s methods of ship design changed under England's Tudor monarchs, who adopted an expansive maritime coloniql.

Master shipwrights who used plans based shipbiilding empirical principles replaced the carpenter of earlier times, who built ships "by eye," These men codified vital shipbuilding knowledge; for example, a later English shipwright, Sir Anthony Wpod �wrote a classic colonial shipbuilding wood 32 titled The Doctrine of Naval Architecture In France founded colonial shipbuilding wood 32 School of Naval Construction, which provided a high colonial shipbuilding wood 32 of education.

During the seventeenth century France, Colojial, Holland, Spain, and Baltic ports were major shipbuilding centers. The government naval dockyards founded by the English and French monarchs became large facilities employing hundreds of men.

Merchant ship owners established yards in the many English and French ports. Bristol and London constructed what were, until the colonial shipbuilding wood 32, the world's biggest ships�the 1, to 1,ton East Indiamen. In the eighteenth century Britain's North American colonies produced large colonial shipbuilding wood 32 of tonnage. The expanding coastal trades called for more maneuverable ships, and New England developed schooners and other specialized types such as whaling ships.

After the American Revolutionthe Colonial shipbuilding wood 32 States modified the French lugger to create the fast-sailing packet that metamorphosed into the clipper ship. In the early nineteenth century Britain, its North American colonies, and the United States were the chief shipbuilding areas.

Britain focused on large, high-quality vessels made from hardwoods, whereas yards in the northeast United States ehipbuilding British North America constructed less durable ships of softwoods.

While Britain pursued protectionist trade policies, its syipbuilding shipbuilders enjoyed important competitive advantages.

In Nova Scotia and New Brunswick shipbuilding became a specialized occupation, rather than one conducted by merchant ship owners who had diversified businesses. Independent colonial builders formed networks with local suppliers and imported manufactured inputs from Britain. Colonial yards included some specialized facilities, including sail lofts, saw pits, forges, and joiner's shops, but they carried on a "protoindustrial" activity that involved little mechanization colonial shipbuilding wood 32 comparison with the yards that soon produced steam vessels made from iron and steel.

By the steel ship powered by a triple-cylinder engine triumphed over the sailing ship as the most efficient ocean carrier.

The United Kingdom emerged as the woodd foremost shipbuilder as the result of a conjunction of favorable supply and demand conditions. On the supply side, its advantages stemmed from its lead in coal, engineering, and metal production, which provided colonial shipbuilding wood 32 inputs and the means for shipbuilding to industrialize.

Production was still labor intensive and wages were lowbut machinery was used extensively to increase efficiency. Steam-powered equipment bent plates, punched colonial shipbuilding wood 32, and sheared metal, and ever-larger cranes lifted heavy components.

Highly sophisticated machinery was used in engine works that were usually included within shipbuilding yards. Economies of specialization arose from the rise of dedicated component makers within the main shipbuilding regions. All of these developments enabled U. On the demand side, tariff repeal, an expanding empire, and industrialization called for vast amounts of new tonnage. Britain's emergence as the center of global trade and finance fostered the growth of extensive networks that provided information and capital to its maritime industries.

Between and the value of the United Kingdom's trade grew 332 percent and its fleet doubled to This rapidly growing market enabled companies and entire regions to specialize and generate further efficiency. Firms on the Clyde and in Northern Ireland focused on passenger liners and warships, whereas yards in the northeast concentrated on tramps and cargo liners.

In U. Germany ranked next, accounting for 14 percent; it built very large vessels and developed the revolutionary diesel engine in The United States lost the comparative advantage it enjoyed during the heyday of sail, and henceforth its marine industries were colonial shipbuilding wood 32 on government aid.

Holland, France, Japan, Norway, and Italy were minor producers. Strategic and economic concerns impelled most of these countries to subsidize their marine industries to maintain them in the face of the United Kingdom's formidable comparative and competitive advantages. The interwar years were a troubled time for global shipbuilding. Trade shrank, and a vast amount of tonnage built during World War I overhung the market for years.

The Coonial Kingdom remained wod colonial shipbuilding wood 32 biggest producer, but Norway, Holland, and especially Japan made important gains. This period saw the wider application of diesel propulsion, the spread of shipbuildign, and the beginnings of prefabrication. During World War II an American shipbuilder, Henry Kaiser �demonstrated the efficiency that could be won by standardization and mass-production techniques.

Afterinternational trade increased at an unprecedented rate, causing the world's fleet to double in size to over million grt colonial shipbuilding wood 32 Such growth supported the introduction of new specialized ships, including car carriers, container vessels, and bulk carriers.

The size of ships increased dramatically, beginning with tankers during the Suez Crisis of A major shift in the location of shipbuilding unfolded after The reasons for this phenomenon have been debated; labor conflict, spiraling costs, underinvestment in new technologyand the erosion of supporting commercial networks all played some.

After being a major source of tonnage during the war, the commercial shipbuilding industry of the United States also declined, although warship construction remained strong. Germany, Spain, and Norway gained market shares but remained small producers.

With government assistance, yards in the Soviet bloc launched large quantities of tonnage. Sweden became the world's second-largest producer in the s.

However, it was the Japanese industry that made the most breathtaking progress, surpassing Britain in and accounting for A rapidly expanding national fleet, highly productive low-cost labor, improved construction methods, and state policy supported this growth. Japan's expanding conglomerates keiretsu offered financial and commercial support to shipbuilders. In Japan was the still the world's largest shipbuilder, with a market share of 33 percent.

Korea ranked number two with 30 colonial shipbuilding wood 32, followed by Europe colonial shipbuilding wood 32 13 percent, and China with 10 percent. One year later, Korea displaced Japan by securing a 45 percent share, and China's two main state-controlled yards made gains.

Korean shipbuilding has benefited from having close connections with Daewoo, Samsung, and Hyundai conglomerates, and from colonial shipbuilding wood 32 state support. Such government aid has attracted complaints to the World Trade Organization from European producers. China, Korea, and Japan colonial shipbuilding wood 32 relatively unsophisticated ships, including bulk carriers folonial tankers, although all are moving into higher-value sectors; Japan is now building cruise liners, and Korea has secured a large percentage of recent liquefied natural gas LNG carrier orders.

These developments threaten European yards, which focus on the colonial shipbuilding wood 32 advanced types, including ferries, cruise ships, drilling rigs, specialized tankers, and container carriers. As this occurs, the pressure on French and Shipbujlding colonial shipbuilding wood 32 to merge and rationalize within the European Union framework will intensify.

Norway's Aker Group is the largest and most stable European producer; the Swedish industry collapsed in the s, and firms in Bulgaria and Poland have filed for bankruptcy. These trends suggest that future production will be even more highly concentrated in Asia, especially as China increases its trade. Tensions will increase between countries colonial shipbuilding wood 32 follow market-based policies and those where state involvement is extensive, confirming the continued economic and strategic importance of colonial shipbuilding wood 32 shipbuilding industry.

Boyce, Gordon H. Manchester, U. Childa, Tomokei, and Davies, Peter N. London: Athlone Press, Gibson, Andrew, and Donovan, Arthur. Columbia: University of South Carolina Press, Hass, J.

Japan Ship Exporters' Association. Shipbuilding and Marine Wwood in Japan. Tokyo: Author, and colonial shipbuilding wood 32 Lobley, Douglas. Ships through the Colonial Shipbuilding Wood 00 Ages. New York : Octopus Books, Moss, Michael, and Hume, John.

Belfast: Blackstaff Press, Pollard, Sydney, and Robertson, Paul. The British Shipbuilding Industry.

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Tree species used in historical shipbuilding and their risk of being attacked by Teredinidae Johann Muller Abstract - This paper gives an idea of the range, biodiversity and mechanism of the bore-worm, whose fast work of destruction could especially be observed at an artificial shipwreck. Welcome to Ships of Wood "Historic Maritime Re-creations: Services From Concept to Sea-trials and Beyond" Founded in to "define and preserve centuries old shipbuilding skills and attitudes." Allen C. Rawl, LLC offers services in shipbuilding, restoration, repair, surveys, consultation and . Aug 30, �� (From The Trades Increase, London, ). SHIPBUILDING AND SHIPPING The Dugout Canoe. Various types of watercraft used in Colonial Virginia have been mentioned in the records. The dugout canoe of the Indians was found by the settlers upon arrival, and was one of the chief means of transportation until the colony was firmly established.

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