All Hands on Deck
DSpace preserves and enables easy and open access to all types of digital content including text, images, moving images, mpegs and data sets
Learn More
Please use this identifier to cite or link to this item:
http://155.54.239.17:8080/jspui/handle/123456789/347Full metadata record
| DC Field | Value | Language |
|---|---|---|
| dc.contributor.author | Peters, Dirk J. | - |
| dc.date.accessioned | 2021-12-15T17:40:44Z | - |
| dc.date.available | 2021-12-15T17:40:44Z | - |
| dc.date.issued | 2005 | - |
| dc.identifier.uri | http://155.54.239.17:8080/jspui/handle/123456789/347 | - |
| dc.description | A boom in shipbuilding was expected after World War I due to the necessity of reconstructing the German trading fleet and the reparation payments, resulting in a rapid expansion of shipyard capacity after 1918 - a 50-percent increase in comparison to 1914. Determined to retain full employment in the shipbuilding industry and the supplier firms in the volatile political and economic situation after World War I, the Reich Naval Office, the Reich government, the shipowners, the heavy industry connected with the seagoing shipyards, shipbuilding entrepreneurs, workers and trade unions had no interest in a reduction in the number of German shipbuilding companies. Nor were the necessary modernization and rationalization measures called for by such bodies as the Schiffbautechnische Gesellschaft implemented. The Reich Naval Office supported the preservation of the former warship-yards of Blohm & Voss, AG "Weser," Schichau, Germaniawerft and Stettiner Vulcan in order not to lose its knowhow in submarine construction and its technological edge in naval shipbuilding despite the demilitarization of the German shipyard industry called for by the Treaty of Versailles. After talks with the German naval high command, a secret construction office for submarines was founded in The Hague, Holland, by Germaniawerft, AG »Weser« and Stettiner Vulcan. German submarine construction specialists were also very active as consultants in Argentina, Italy, Sweden, Finland, Spain, Turkey, the USSR and Japan. The massive subsidies from the Reich government only strengthened the boom in shipbuilding and concealed the overcapacity and structural problems in German ship construction, which became very clear after the slowdown due to inflation at the end of 1923. The shipyard capacities had to be drastically reduced. The large number of layoffs resulted in economic and political turmoil. From 1923/24 onwards, after the reconstruction programme for the German shipping companies had expired and inflation had been brought to an end by the introduction of the 'Rentenmark' as a stable currency, there was a considerable drop in orders for ships. This necessarily led to a reduction of the shipbuilding capacity that had expanded so sharply after World War I and it plunged the German shipbuilding industry into a deep crisis that would last more than a decade. The global recession at the end of the 1920s accelerated this restructuring process and led to attempts at rationalization in the German ship industry by means of technological innovations, as well as to several mergers (Deschimag, Howaldtswerke, Deutsche Werft and Reiherstieg) and yard closures (Deutsche Werke in Rüstringen, Eiderwerft,Tecklenborg, Stettiner Vulcan, Nüscke, Klawitter, Frerichs, Henry Koch) with mass redundancies. The economic outlook for shipbuilding only improved from the mid 1930s onwards, when the efforts at rearmament and autarky by Nazi Germany - the first fleet-building programme for the navy, the expansion of fishing on the high seas, and the creation of a whaling fleet - brought the German shipyards renewed orders. Original digital object: https://nbn-resolving.org/urn:nbn:de:0168-ssoar-49652-1 | en_US |
| dc.description.abstract | German ship industry, its technological innovations, merges between two wars | en_US |
| dc.language.iso | de | en_US |
| dc.subject | Shipyard | en_US |
| dc.subject | Shipbuilding | en_US |
| dc.subject | 20th century | en_US |
| dc.subject | Germany | en_US |
| dc.subject | Contemporary age | en_US |
| dc.title | German Shipyards in the Period between the Wars (1918-1939). Part 1, From wartime armament to peacetime trading: the economic situation of shipbuilding after reparations and the reconstruction of the German trading fleet after World War One (1918-1923) | en_US |
| dc.type | Article | en_US |
| Appears in Collections: | North Sea | |
Files in This Item:
| File | Description | Size | Format | |
|---|---|---|---|---|
| Deutsche_Werften_in_der_Zwischenkriegszeit.pdf | A boom in shipbuilding was expected after World War I due to the necessity of reconstructing the German trading fleet and the reparation payments, resulting in a rapid expansion of shipyard capacity after 1918 - a 50-percent increase in comparison to 1914. Determined to retain full employment in the shipbuilding industry and the supplier firms in the volatile political and economic situation after World War I, the Reich Naval Office, the Reich government, the shipowners, the heavy industry connected with the seagoing shipyards, shipbuilding entrepreneurs, workers and trade unions had no interest in a reduction in the number of German shipbuilding companies. Nor were the necessary modernization and rationalization measures called for by such bodies as the Schiffbautechnische Gesellschaft implemented. The Reich Naval Office supported the preservation of the former warship-yards of Blohm & Voss, AG "Weser," Schichau, Germaniawerft and Stettiner Vulcan in order not to lose its knowhow in submarine construction and its technological edge in naval shipbuilding despite the demilitarization of the German shipyard industry called for by the Treaty of Versailles. After talks with the German naval high command, a secret construction office for submarines was founded in The Hague, Holland, by Germaniawerft, AG »Weser« and Stettiner Vulcan. German submarine construction specialists were also very active as consultants in Argentina, Italy, Sweden, Finland, Spain, Turkey, the USSR and Japan. The massive subsidies from the Reich government only strengthened the boom in shipbuilding and concealed the overcapacity and structural problems in German ship construction, which became very clear after the slowdown due to inflation at the end of 1923. The shipyard capacities had to be drastically reduced. The large number of layoffs resulted in economic and political turmoil. From 1923/24 onwards, after the reconstruction programme for the German shipping companies had expired and inflation had been brought to an end by the introduction of the 'Rentenmark' as a stable currency, there was a considerable drop in orders for ships. This necessarily led to a reduction of the shipbuilding capacity that had expanded so sharply after World War I and it plunged the German shipbuilding industry into a deep crisis that would last more than a decade. The global recession at the end of the 1920s accelerated this restructuring process and led to attempts at rationalization in the German ship industry by means of technological innovations, as well as to several mergers (Deschimag, Howaldtswerke, Deutsche Werft and Reiherstieg) and yard closures (Deutsche Werke in Rüstringen, Eiderwerft,Tecklenborg, Stettiner Vulcan, Nüscke, Klawitter, Frerichs, Henry Koch) with mass redundancies. The economic outlook for shipbuilding only improved from the mid 1930s onwards, when the efforts at rearmament and autarky by Nazi Germany - the first fleet-building programme for the navy, the expansion of fishing on the high seas, and the creation of a whaling fleet - brought the German shipyards renewed orders | 1,7 MB | Adobe PDF | View/Open |
Items in DSpace are protected by copyright, with all rights reserved, unless otherwise indicated.