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By John Duggan, Henry Cord Meyer (auth.)
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Additional resources for Airships in International Affairs, 1890–1940
At this point, the industrialist and manufacturer in aluminium Carl Berg, heavily involved with David Schwarz’s all-aluminium airship construction, had also contacted the Count for possible use of Berg’s metal products. During 1897 scientiﬁc attention was diverted to the ultimately disastrous non-rigid of Karl Wölfert and the fateful crash of the Schwarz airship in which its designer was killed. Now Berg threw in his full support with Zeppelin and the two negotiated rights settlements with Schwarz’s heirs.
Foregoing, we have examined two basic aspects that uniquely identiﬁed the rigid airship in its interaction with humankind. The ﬁrst of these was in the realm of the psychological experience which the impressive skyships evoked. The second was the scarcity factor, which reinforced human psychological perceptions and reﬂected the great cost of airships. These two basic aspects constantly played into a third one – the workaday politics of the modern industrial world. Such political interactions were, of course, not limited to the rigid airship; but the role they played there became uniquely prominent.
By 1928 there were just four designerbuilder enterprises as foci for rigid airship construction – the Detroitbuilt Metalclad (ZMC-2) was an experimental loner. These four alone had to carry all the business responsibilities and maintain the expectant visibility for the entire transatlantic airship enterprise. The corporate concentration of the airship builders further marked the scarcity of their enterprise. During the interwar years, when the rigid airship became internationally prominent, usually just one city in an entire nation laid claim to birthing the luminous skyships.