Since many of the emergency yards were being managed by established shipbuilding or repair companies, they could send some of their more skilled men to get "the new facilities on their feet and running". New or expanded plate production facilities did not come online until the second half of 1943, when the shortage to steel plate abated. The USS Pueblo is still in North Korea. With such a rapid influx of new workers to these communities, however, acute shortages in housing, schools and other needed services arose. Ingalls Shipbuilding was established in 1938 in the Gulf town of Pascagoula, Mississippi, to meet the U.S. demand for Navy vessels that were used during World War II. By the time that Liberty ship construction was reaching its maximum output rate in early 1943, the situation became clear to military planners and the Maritime Commission slowing the rate of the building Liberty class vessels and begin building a class with a higher operating speed was preferable. The San Francisco Bay Area's major contribution to victory during World War II was shipbuilding. This method became so efficient that for a single Liberty ship to be fully assembled, launched, outfitted, and delivered went from a program average of almost 240 days at the beginning of 1942 to only 56 days at the end of the year. One of the workers was my father, Stanley “Jocko” O’Konski. Additionally, many of those towns and cities where new yards were to be built had not been major shipbuilding centers before 1941, and these yards felt the shortage the most. For the most part, this imbalance occurred because the Maritime Commission lacked the influence that the military branches possessed, and that influence ultimately swayed entities such as the Supply Priorities and Allocation Board to decide in favor of the Navy's demands. With the defense of both the U.S. and its overseas possessions, along with a very strong national interest in assisting Britain in its struggle to keep its supply lines open to both North America and its overseas colonies, President Franklin D. Roosevelt announced what was to become known as the Emergency Shipbuilding Program on January 3, 1941, for the construction of 200 ships very much similar to those being built for the British. The US Navy had changed the name of FP-344 to the USS Pueblo. The company was created as a partnership between brothers F.W. Many of the men employed in the yards in the first years of the program were of age for the draft, and as the war progressed, more of these men left the yards to serve in the military. The warships lists are in order - type, class and name with launch date. First, it is aiming to offer interesting and useful information about WW2. Eighty vessels, cargo ships and tugboats, were built between 1941 and 1946. With plate mills around the country running beyond their normal capacity, the demand for plate by all war industries, but especially the Navy's shipbuilding, was still more than could be made. The vessels collectively were being officially referred to as the "Liberty Fleet" ships as of April 1941, and not long after, the term "Liberty Ship" became the standard name applied to all vessels of the class. Warship build totals during the war from Middlemass may not match the lists of named vessels from Conways. Alabama Shipbuilding yard in Mobile and the MarinShip yard at Sausalito switched from building Liberty ships to tanker construction and the previously mentioned new yard at Swan Island in Portland, Oregon, managed by the Kaiser Group, was built to construct tankers exclusively. One factor that played a major part in getting the productivity so high was the use of welding and prefabrication, in which large sections of each ship's hull or superstructure was built off the building ways and then moved into position only when the assemblers were ready. Over 30 shipyards, large and small, and scores of machine shops, and metal and wood fabricators joined together to create the world's largest combined shipbuilding complex. Reports of War Administration, 1949 Box … Two months later in November at Richmond yard #2, the SS Robert E. Peary was launching in only 4 days, 15 hours, 29 minutes from the time her keel was laid. The ships for which all the yards were contracted to build were first designated by the Maritime Commission as EC2-S-C1, but because they were designed for capacity and rapid construction as opposed to speed and gracefulness, lacked the streamlined appearance of the more modern ship designs of the Maritime Commission, such as the standard freighters type C2 ships or type C3 ships, the President had declared them to be "dreadful-looking objects" and from that the term "ugly duckling" became the unofficial name for the emergency vessels. He designated that the program be implemented and administered by the Maritime Commission, which since 1937 had been the federal government department tasked with merchant marine development, and which had worked very closely with the British Mission in placing its 60-ship order. » More About WW2DB As 1941 progressed, the construction of the emergency yards accelerated rapidly and keels were laid upon the new building ways. Another was to be in Wilmington, North Carolina, and managed by the Newport News Shipbuilding and Drydock Company of Newport News, Virginia, which had one of the largest commercial yards in the U.S., and by 1941 was exclusively building large combatant ships for the Navy. Beginning in March 1943, with enough turbines, the Victory ship or VC2 type cargo vessels were contracted for at all of the West Coast yards, which had been previously building Liberty ships, as well as at the Bethlehem-Fairfield yard. This is a short introduction to American merchant shipbuilding in World War II, with plenty of graphics, and a map. Box 4 Folder k Copy of Gerald Fischer's A Statistical Summary of Shipbuilding Under the US Maritime Commission During WWII. Led by Sir Arthur Salter, a group of men called the British Merchant Shipping Mission came to North America from the UK to enlist U.S. and Canadian shipbuilders to construct merchant ships. Bethlehem Shipbuilding was one of the nation's largest shipbuilding companies, having construction yards on the East Coast in Quincy, Massachusetts, on Staten Island, New York, and at Sparrows Point, also in Baltimore. Similarly, having a sufficient number of oil tankers was determined early in the program to be as important, if not more so, than dry cargo ships for the war effort. Hull # O.N. Two particular ships were built in record-breaking times. Information from official sources is now available on the details of Japanese Naval shipbuilding from early 1941 almost to the end of 1944. 194). To find this labor, recruiting was directed towards areas of the nation's hinterland, which had only a few years before found itself in the depths of the Great Depression in the not mistaken belief that men used to keeping farm machinery operating could built ships, as well. Of course, they were also very gummy and did not "mush" like ripe ones. This fourth wave of expansion involved further shortening the time for building the ships and the further addition of building ways at the existing yards, as well as adding new yards to the emergency program. For non-Liberty ship construction, the commission ordered another yard in Richmond to be managed as the others there, by Kaiser, to be known as Richmond #4 and a yard at Swan Island on the Willamette River in Portland, Oregon for the construction of tankers. Whenan inability for Navy contracted yards to meet that demand was determined, the Maritime Commission was asked if it could switch some of its production to meet the Navy's needs. At the most productive yards on the West Coast, Oregon Ship and Richmond #2, the time a single vessel spent on the ways before launching was only a little more than two weeks. New yards also contracted to be built at this time, but not for the emergency-type ships, were a third yard in Richmond, also to be managed by the Kaiser Corporation, and a yard in Alameda, California, to be managed by Bethlehem. The enemy has struck a savage treacherous blow. This additional number of ships required additional building ways, so the Maritime Commission authorized new ways to be added to the yards in both the Long Range and Emergency Programs and also contracted for a second yard to be built for the Kaiser-managed yards in Richmond, California. Combat needs were top priority so alternative substances had to be found for materials such as the grease used to lubricate the ramp down which a boat slid into the water when launching. Shipbuilding Programs and Contracts, 1938-1945. In 1941, the manufacturers of steam turbines in the U.S., companies such as General Electric, Westinghouse, and Allis-Chalmers, did not have adequate production capacity to build all the turbines demanded by the Navy or for the Maritime Commission's standard dry cargo ships or tankers it was intending to still build. Run by the U.S. Maritime Commission, the program built almost 6,000 ships. Sunderland's shipbuilding industry was also credited with a specific achievement during the war. By LEWIS N. WYNNE, Ph.D. Executive Director The Florida Historical Society . Types of ships built were cargo ships, tugboats, submarines, and other vessels. The first of the new class, the SS United Victory was completed and delivered at Oregon Shipbuilding in February 1944. In early 1942, yards for building Liberty ships were contracted to be built in Vancouver, Washington, to be managed by the Kaiser Corporation, and a yard in Savannah, Georgia, which was to be operated by a new company named Savannah Shipyards, although they had no previous experience with building ships. Founded in 1910, it was merged with the US Coast Guard in 1939 by President Franklin D. Roosevelt as WWII became imminent. Nearly two days were needed to dig out the keel and lever the boat to the water, where it floated quite well. Known as the Six Companies, the members included two companies that were to become driving powers in wartime merchant shipbuilding during the ensuing years, and the men behind those companies were Henry J. Kaiser, who headed the Kaiser Companies, and John A. McCone,[1] who led the Bechtel/McCone Company. So much growth in demand happening simultaneously in industries sharing common materials inevitably led to shortages in steel, propulsion machinery, and most other ship equipment. These shortages were their most severe during all of 1941 and through much of 1942, but additional steel rolling and plate mills, as well as expanded propulsion machinery manufacturing capability, reduced many of those shortages in the course of 1943, but they were never fully eliminated until the end of the war. After ships were launched in the Great Lakes, they made their way down to Chicago (Illinois), transited the Chicago Drainage Canal, traveled through other waterways connecting with the Mississippi River, and sailed south to the Gulf of Mexico where they were placed in service. The programs added together at the peak of output in mid-1943 ultimately employed 650,000 workers in all the Maritime Commission-contracted yards and unknown tens of thousands more manufacturing the components need to assemble the ships. Additionally, in the deep South, where African Americans had been excluded from the higher-paying industrial and manufacturing employment, such a shortage of labor existed for the yards on the Gulf that reluctant employers had to accept that black labor was required to meet production goals. Shipbuilding women at an Easter party in the Charlestown Navy Yard structural shop during World War II. Since a de facto drought in shipbuilding work had occurred in the U.S. for nearly two decades, the number of experienced shipbuilders was quite small at the war's start. SHIPBUILDING IN TAMPA DURING WORLD WAR II . The shipyard employed 400 workers. Jones Construction Company, another in Jacksonville, Florida, which would be operated by the Merrill-Stevens Boatbuilding Company of Miami, a yard in Panama City, Florida, which would also be managed by J.A. In the end, it was decided that what the looming war was going to require were ships that could be built quickly using prefabrication by workers relatively unskilled in shipbuilding and in greatest numbers with the available resources. Most of these ships were built in yards which had experience of warshipbuilding: John Brown's, Fairfield's, Beardmore's, Scott's, Denny's and Yarrow's. The North American Great Lakes were an area of strategic importance in the United States (US) during WWII. Since many of the workers hired for the new yards had no shipbuilding experience prior to being hired, schools were set up in the individual shipyards and in the local school systems of the host cities. Defoe, H.J. Name: Owner. Other war industries also competed for labor, and many of the cities and towns that hosted shipyards also had other labor-intensive wartime industries, such as aircraft plants. Jones, and a yard at Sausalito, California, to be managed by the Bechtel/McCone Group. ), C1 type, C2 type, C3 type, P2 type, T3 type, 84 ships for MC (plus 92 for USN or private account ships), EC2 type, S2 (frigate) type, S4 (transport) type, 10 ships for USMC (remainder for private account ships), C1 type, C1-M type, C2 type, P1 type, S2 (frigate) type, S4 (transport) type, EC2 type, S2 (LST) type, S4 (escort carrier) type, VC2 type and C4 type, S2 (LST) type, S2 (frigate) type, C1-M type, 19 ships for MC (remainder to other govt. Some believed that fewer but faster ships would be able to move as much cargo, since with their added speed, they could make more voyages in any given year, but faster and more complex ships required more time to build, and more importantly, required steam turbines to gain the additional speed. These nickel lined ships moved caustic soda to Texas and molasses back The decision was made to build a class no larger than the Liberty class, but with steam turbine propulsion, with the shortage of turbines having been relieved by the expansion of turbine manufacturing capacity during 1941 and 1942. BOSTS 7412. Shipyards and the U.S. government learned invaluable lessons about shipbuilding during World War I. agencies), 34 ships for MC (remainder to USN or other govt. We must have ships and more ships, guns and more guns, men and more men – faster and faster, there is no time to lose. To accommodate the addition of more ships to be built, additional ways were added to the yards in the program and the schedule of construction accelerated to build more ships per shipway per year. Kewaunee (Wisconsin) Shipbuilding and Engineering on the shore of Lake Michigan was one of the shipbuilding locations during WWII. The enlarged … The US Coast Guard was assigned duty on the Great Lakes to guard against sabotage and to keep shipping lanes open. Getting these former farmers to decide to take up shipbuilding was not too difficult an undertaking because the wages offered to these previously poor men were much higher had ever been offered to such working-class Americans before. There is no time now for disputes or delay of any kind. Before the war, shipbuilding had been exclusively a male occupation, but the need to reach out to new sources of labor for the emergency yards created opportunities for women to gain employment in the many trades that are needed to construct a ship. The ship was captured by North Korea January 23, 1968, and the action is known in history as the Pueblo incident. The Emergency Shipbuilding Program (late 1940 – September 1945) was a United States government effort to quickly build simple cargo ships to carry troops and materiel to allies and foreign theatres during World War II. In 1983, labor-wage compensation costs in … In the spring of 1941 the Houston Shipbuilding Corporation initiated construction of a plant on Irish Island, and the Weaver Shipyards at Orange expanded to allow for the increased production of wooden minesweepers. The Maritime Commission struggled throughout 1942 and the first half of 1943 to get enough steel allocated to it from the War Production Board. The joiner shop employed a crew of women; there were twenty-one female crane operators; and the steel shop and electrical departments placed women in technical positions. From December 1941 to August 1945, New York Shipbuilding Corporation completed 26 major units for the Navy, including eight light cruisers, nine light aircraft carriers, two battle cruisers and one battleship. The use of welding allowed ships to be built in modular sections eliminating the time-consuming and highly skilled shipfitting of individual hull pieces to be riveted in place on the building ways. Like their British counterparts, the Ocean class, the Liberty ships were of a five-hatch design around 10000 tons loaded displacement powered by the same size of triple-expansion, reciprocating steam engines, but using more modern oil-fired, water-tube boilers. In many cases, the shortages affected the emergency program more than it did the Navy's, since its programs were deemed of higher priority in the eyes of the many wartime boards set up for deciding on where scarce resources would be allocated. Founded in 1905, Defoe Shipbuilding Company opened a small boat shop in Bay City Michigan. Colonel Figure 1. During the First World War, the Clyde was the most important British centre of production of warships: 43 per cent of the tonnage of ships ordered by the Admiralty between 1914 and 1919 was built in the Clyde yards. Prefabrication allowed a much more streamlined approach to the building of a ship more akin to modern manufacturing assembly processes where a worker would be tasked with doing one small task in the many thousands of tasks required to assemble a ship. The remaining 82 crew members were held in North Korea until December 23, 1968, when they were released after US and North Korean negotiations. It was slated to be built on the tide flats of Richmond on the east side of the bay. In total, this increase raised the planned output of all merchant shipbuilders to about 500 ships (5 million total deadweight tons) for 1942 and 700 ships (7 million tons) in 1943. The boatbuilders found that ships could be launched handily by covering the ramp in a layer of ripe unpeeled bananas. In both world wars, the U.S. Government stimulated the creation of a large number of … Defoe, and G.H Whitehouse. With that, the Liberty ship was adopted as the only emergency type to be built, thus was shared by all of the new emergency shipyards. With no certainty that this astonishing quantity of ships could be built before the end of 1943, the commission increased their contracts with the existing yards for more building ways and to contract for more shipyards to build Liberty ships, as well as to build other types of vessels such as tankers, troop transports, and military-type vessels. The United States began increasing the size of its merchant fleet in 1936, well before it entered the Second World War. While this rapid expansion was taking place, all other defense industries were also in a maximum production mode to accommodate the orders being placed by the government for all other manner of military equipment, which included the massive wartime naval expansion program begun in 1940 with the passage of the Two Ocean Navy Act. Carswell was appointed controller of the company and J. H. Ratcliffe was appointed president. Defoe was a principal of Bay City Schools and F.W Defoe was a lawyer[2,9]. This portion of the Shipscribe web site contains four tables of data on all the contracts let by the U. S. Navy for construction of warships during World War II. The Maritime Commission also funded the yards to add building ways and realizing that more than two yards would be needed for the program they were expecting to enter into contracts to build new shipyards on the Atlantic, Gulf, and Pacific Coasts of the U.S. Old-timers would scoff at the way the Liberty ships were built by "farmers", as they would say, but the results were far beyond what anyone might have imagined in 1940 when the program began. The US Navy has never decommissioned the ship. With volume production, that worker could be employed doing that same task repetitively, which would ultimately lead to high productivity due to a worker becoming a master of his assigned task very quickly. By 1967, then a US Navy ship, it was refitted for intelligence gathering and sent to the Pacific. For the construction of Liberty-type ships, a new yard was ordered to be built at Providence, Rhode Island, to be managed by the Rheem Corporation, a new yard in Brunswick, Georgia, which would be managed by the J.A. While not ever met or repeated during the remainder of World War II, these "stunt" ships came only a little more than one year after the first ships ordered as part of the Emergency Program were launched themselves. An area of interest, although not addressed in this post, is the history of the US Lighthouse Service. By the fall of 1940, the British Merchant Navy (equivalent to the United States Merchant Marine) was being sunk in the Battle of the Atlantic by Germany's U-Boats faster than the United Kingdom could replace them. Second, it is to showcase Lava's technical capabilities. The shipyard employed 400 workers. Contracts for both yards and the ships were signed on December 20, 1940. The first of these vessels, the SS Ocean Vanguard was launched at the Todd-California yard on October 15, 1941. World War II revived the industry. Coming into play during this time was a de facto combining of the Long Range Shipbuilding Program with the Emergency Program, and oversight of the yards became decentralized into four separate regional directors. However, a labor force with abilities to accomplish heavy industrial and mechanical work was most needed. Some skilled workers such as engineers were "frozen" in their jobs and were not allowed to leave their work, even to enlist. In many cases, the wages were close to what could be earned at a shipyard for work that was not as physically taxing, so a slow but steady movement of labor from one defense industry to another was made, and often shipbuilding lost more labor than it gained. That facility became known as the Bethlehem-Fairfield shipyard for the Fairfield section of Baltimore, where it was located. 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