The firm of Cammell Laird originated in a boiler works in 1824 before growing and diversifying to become one of a small number of companies worldwide which could build, armour and arm the largest warships from the operations of a single company group. After World War I, it was reconstructed as a naval and mercantile shipbuilder with important financial interests in steel and rolling stock manufacture. Booming activity in World War II and continuing prosperity until the late 1950s was followed by increasing competition and deepening problems. By the 1980s the firm’s remaining steel interests had failed; in 1993 the once great Birkenhead shipyard closed. How and why did the businesses grow, then experience such problems and eventually collapse? This book tries to find answers.
A history of the American Steel Barge Company and the vessels that it built and operated. The whaleback ship reflected the experiences of its inventor, Captain Alexander McDougall, who decided in the 1880s that he could build an improved and easily towed barge cheaply by using the relatively unskilled labor force available in his adopted hometown of Duluth, Minnesota. Captain McDougall’s dream resulted in the creation of the American Steel Barge Company. From 1888 to 1898, the American Steel Barge Company built and operated a fleet of forty-four barges and steamships on the Great Lakes and in international trade. These new ships were considered revolutionary by some and nautical curiosities by others. Built from what was then a high tech material (steel) and powered by state-of-the-art steam machinery, their creation in the remote north was a sign of industrial accomplishment. In Whaleback Ships and the American Steel Barge Company, Roger C. Pellett explains that the construction of these ships and the industrial infrastructure required to build them was financed by a syndicate that included some of the major players active in the Golden Age of American capitalism. The American Steel Barge Company operated profitably from 1889 through 1892, each year adding new vessels to its growing fleet. By 1893, it had run out of cash. The cash crisis worsened with the onset of the Panic of 1893, which plunged the country into a depression that mostly halted the ship-building industry. Only one shareholder, John D. Rockefeller, was willing and able to invest in the company to keep it afloat, and by doing so he gained control. When prosperity returned in 1896, the interest in huge iron ore deposits on the Mesabe Range required larger, more efficient vessels. In an attempt to meet this need, the company built another vessel that incorporated many whaleback features but included a conventional Great Lakes steamship bow. Although this new steamship compared favorably with vessels of conventional design, it was the last vessel of whaleback design to be built. Whaleback Ships and the American Steel Barge Company objectively examines the design of these ships using the original design drawings, notes the successes and failures of the company’s business strategy, and highlights the men at the operating level that attempted to make this strategy work. Readers interested in the maritime history of the Great Lakes and the industries that developed around them will find this book fascinating.
The wisdom, experience and memories of three generations of McLarens, a West Coast shipbuilding family, bring the story of BC steel shipbuilding to life in this illustrated history of Allied Shipbuilders Ltd.
Without effective and durable hull fastenings, boats and ships—from the earliest days of seafaring through the twentieth century—could not have plied the seas. In this second edition of Ships’ Fastenings: From Sewn Boat to Steamship, author Michael McCarthy amplifies and extends his thorough treatment of the parts that hold the boat together, offering fascinating descriptions of a range of techniques that span from sewn-plank boats of the ancient world and Micronesia to Viking ships, Mediterranean caravels, nineteenth-century ocean clippers, and even steamships. To further contextualize this comprehensive account, McCarthy provides a history of many of the discoveries and innovations that accompanied changes in the kinds of fastenings used and the ways they were secured. He discusses copper sheathing, metallurgy, the advent of Muntz metal, rivets of all types, welding in the ancient and modern sense, and the types of non-magnetic fastenings needed on World War II minesweepers. He even takes a glance at the development of underwriting and insurance, because the registries kept by Lloyd’s and others provided not only guides to the suitability of a particular ship but also dictated the form and method of fastening. A boon to shipbuilders, historians, and archaeologists, Ships’ Fastenings is also a valuable guide for the enthusiast and amateur boat builder.
