Royal Institution of Naval Architects

Royal Institution of Naval Architects - Общество инженеров-кораблестроителей Великобритании

SUBJECT AREA: Ports and shipping

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Kenneth Barnaby was an eminent naval architect, as were his father and grandfather before him: his grandfather was Sir Nathaniel Barnaby KGB, Director of Naval Construction, and his father was Sydney W.Barnaby, naval architect of John I. Thornycroft \& Co., Shipbuilders, Southampton. At one time all three were members of the Institution of Naval Architects, the first time that this had ever occurred with three members from one family.

Kenneth Barnaby served his apprenticeship at the Thornycroft shipyard in Southampton and later graduated in engineering from the Central Technical College, South Kensington, London. He worked for some years at Le Havre and at John Brown's shipyard at Clydebank before rejoining his old firm in 1916 as Assistant to the Shipyard Manager. In 1919 he went to Rio de Janeiro as a chief ship draughtsman, and finally he returned to Thornycroft, in 1924 he succeeded his father as Naval Architect, and remained in that post until his retirement in 1955, having been appointed a director in 1950.

Barnaby had a wide knowledge and understanding of ships and ship design and during the Second World War he was responsible for much of the development work for landing craft, as well as for many other specialist ships built at the Southampton yard. His experience as a deep-sea yachtsman assisted him. He wrote several important books; however, none can compare with the Centenary Volume of the Royal Institution of Naval Architects. In this work, which is used and read widely to this day by naval architects worldwide, he reviewed every paper presented and almost every verbal contribution made to the Transactions during its one hundred years.

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SUBJECT AREA: Ports and shipping

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Murray was educated in Glasgow at Allan Glen's School and then at the University, from which he graduated in naval architecture in 1922. He served an apprenticeship simultaneously with Barclay Curle \& Co., rising to the rank of Assistant Shipyard Manager before leaving in 1927 to join Lloyd's Register of Shipping. After an initial year in Newcastle, he joined the head office in London, which was to be base for the remainder of his working life. Starting with plan approval, he worked his way to experimental work on ship structures and was ultimately given the massive task of revising Lloyd's Rules and placing them on a scientific basis. During the Second World War he acted as liaison officer between Lloyd's and the Admiralty. Throughout his career he presented no fewer than twenty-two papers on ship design, and of these nearly half dealt with hull longitudinal strength. This work won him considerable acclaim and several awards and was of fundamental importance to the shipping industry. The Royal Institution of Naval Architects honoured Murray in 1960 by inviting him to present one of the only two papers read at their centenary meeting: "Merchant ships 1860–1960". At Lloyd's Register he rose to Chief Ship Surveyor, and at the time of his death was Honorary Vice-President of the Royal Institution of Naval Architects.

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SUBJECT AREA: Ports and shipping

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After early education at Cupar in Fife, Meek commenced training as a naval architect, taking the then popular sandwich apprenticeship of alternate half years at the University of Glasgow (with a Caird Scholarship) and at a shipyard, in his case the Caledon of Dundee. On leaving Dundee he worked for five years with the British Ship Research Association before joining Alfred Holt \& Co., owners of the Blue Funnel Line. During his twenty-five years at Liverpool, he rose to Chief Naval Architect and Director and was responsible for bringing the cargo-liner concept to its ultimate in design. When the company had become Ocean Fleets, it joined with other British shipowners and looked to Meek for the first purpose-built containership fleet in the world. This required new ship designs, massive worldwide investment in port facilities and marketing to win public acceptance of freight containers, thereby revolutionizing dry-cargo shipping. Under the houseflag of OCL (now POCL), this pioneer service set the highest standards of service and safety and continues to operate on almost every ocean.

In 1979 Meek returned to the shipbuilding industry when he became Head of Technology at British Shipbuilders. Closely involved in contemporary problems of fuel economy and reduced staffing, he held the post for five years before his appointment as Managing Director of the National Maritime Institute. He was deeply involved in the merger with the British Ship Research Association to form British Maritime Technology (BMT), an organization of which he became Deputy Chairman.

Marshall Meek has held many public offices, and is one of the few to have been President of two of the United Kingdom's maritime institutions. He has contributed over forty papers to learned societies, has acted as Visiting Professor to Strathclyde University and University College London, and serves on advisory committees to the Ministry of Defence, the Department of Transport and Lloyd's Register of Shipping. While in Liverpool he served as a Justice of the Peace.

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SUBJECT AREA: Ports and shipping

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McNeill was born in Clydebank just outside Glasgow, and was to serve that town for most of his life. After education at Clydebank High School and then at Allan Glen's in Glasgow, in 1908 he entered the shipyard of John Brown \& Co. Ltd as an apprentice. He was encouraged to matriculate at the University of Glasgow, where he studied naval architecture under the (then) unique Glasgow system of "sandwich" training, alternately spending six months in the shipyard, followed by winter at the Faculty of Engineering. On graduating in 1915, he joined the Army and by 1918 had risen to the rank of Major in the Royal Field Artillery.

After the First World War, McNeill returned to the shipyard and in 1928 was appointed Chief Naval Architect. In 1934 he was made a local director of the company. During the difficult period of the 1930s he was in charge of the technical work which led to the design, launching and successful completion of the great liners Queen Mary and Queen Elizabeth. Some of the most remarkable ships of the mid-twentieth century were to come from this shipyard, including the last British battleship, HMS Vanguard, and the Royal Yacht Britannia, completed in 1954. From 1948 until 1959, Sir James was Managing Director of the Clydebank part of the company and was Deputy Chairman by the time he retired in 1962. His public service was remarkable and included chairmanship of the Shipbuilding Conference and of the British Ship Research Association, and membership of the Committee of Lloyd's Register of Shipping.

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1) Общая лексика: Royal Institution of Naval Architects, Registro Italiano Navale Group

2) Сокращение: Royal Institute of Naval Architecture (UK), Registro Italiаnо Navale (итальянское классификационное общество)

3) Сетевые технологии: Reinforced Isotropic Network Adhesive

4) Яхтенный спорт: Royal Institute of Naval Architecture

SUBJECT AREA: Ports and shipping

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After schooling in France and Germany, Krylov returned to St Petersburg (as it then was) and in 1878 entered the Naval College. Upon graduating, he started work with the Naval Hydrographic Department; the combination of his genius and breadth of interest became apparent, and from 1888 until 1890 he undertook simultaneously a two-year university course in mathematics and a naval architecture course at his old college. On completion of his formal studies, Krylov commenced fifty years of service to the academic bodies of St Petersburg, including eight years as Superintendent of the Russian Admiralty Ship Model Experiment Tank. For many years he was Professor of Naval Architecture in the city, reorganizing the methods of teaching of his profession in Russia. It was during this period that he laid the foundations of his remarkable research and published the first of his many books destined to become internationally accepted in the fields of waves, rolling, ship motion and vibration. Practical work was not overlooked: he was responsible for the design of many vessels for the Imperial Russian Navy, including the battleships Sevastopol and Petropavlovsk, and went on, as Director of Naval Construction, to test anti-rolling tanks aboard military vessels in the North Atlantic in 1913. Following the Revolution, Krylov was employed by the Soviet Union to re-establish scientific links with other European countries, and on several occasions he acted as Superintendent in the procurement of important technical material from overseas. In 1919 he was appointed Head of the Marine Academy, and from then on participated in many scientific conferences and commissions, mainly in the shipbuilding field, and served on the Editorial Board of the well-respected Russian periodical Sudostroenie (Shipbuilding). The breadth of his personal research was demonstrated by the notable contributions he made to the Russian development of the gyro compass.

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SUBJECT AREA: Ports and shipping

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Linton came from a north-east Scottish family with shipbuilding connections. After education at Arbuthnott and then Arbroath Academy, he followed his father by becoming an apprentice at the Aberdeen shipyard of Alex Hall in January 1855. Thus must have been an inspiring time for him as the shipyards of Aberdeen were at the start of their rise to world renown. Hall's had just introduced the hollow, lined Aberdeen Bow which heralded the great years of the Aberdeen Clippers. Linton stayed on with Hall's until around 1863, when he joined the Liverpool Under-writers' Register as a ship surveyor; he then worked for similar organizations in different parts of England and Scotland. Early in 1868 Linton joined in partnership with William Dundas Scott and the shipyard of Scott and Linton was opened on the banks of the River Leven, a tributary of the Clyde, at Dumbarton. The operation lasted for about three years until bankruptcy forced closure, the cause being the age-old shipbuilder's problem of high capital investment with slow cash flow. Altogether, nine ships were built, the most remarkable being the record-breaking composite-built clipper ship Cutty Sark. At the time of the closure the tea clipper was in an advanced state of outfitting and was towed across the water to Denny's shipyard for completion. Linton worked for a while with Gourlay Brothers of Dundee, and then with the shipbuilders Oswald Mordaunt, of Woolston near Southampton, before returning to the Montrose area in 1884. His wife died the following year and thereafter Linton gradually reduced his professional commitments.

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SUBJECT AREA: Ports and shipping

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Froude was educated at a preparatory school at Buckfastleigh, and then at Westminster School, London, before entering Oriel College, Oxford, to read mathematics and classics. Between 1836 and 1838 he served as a pupil civil engineer, and then he joined the staff of Isambard Kingdom Brunel on various railway engineering projects in southern England, including the South Devon Atmospheric Railway. He retired from professional work in 1846 and lived with his invalid father at Dartington Parsonage. The next twenty years, while apparently unproductive, were important to Froude as he concentrated his mind on difficult mathematical and scientific problems. Froude married in 1839 and had five children, one of whom, Robert Edmund Froude (1846–1924), was to succeed him in later years in his research work for the Admiralty. Following the death of his father, Froude moved to Paignton, and there commenced his studies on the resistance of solid bodies moving through fluids. Initially these were with hulls towed through a house roof storage tank by wires taken over a pulley and attached to falling weights, but the work became more sophisticated and was conducted on ponds and the open water of a creek near Dartmouth. Froude published work on the rolling of ships in the second volume of the Transactions of the then new Institution of Naval Architects and through this became acquainted with Sir Edward Reed. This led in 1870 to the Admiralty's offer of £2,000 towards the cost of an experimental tank for ship models at Torquay. The tank was completed in 1872 and tests were carried out on the model of HMS Greyhound following full-scale towing trials which had commenced on the actual ship the previous year. From this Froude enunciated his Law of Comparisons, which defines the rules concerning the relationship of the power required to move geometrically similar floating bodies across fluids. It enabled naval architects to predict, from a study of a much less expensive and smaller model, the resistance to motion and the power required to move a full-size ship. The work in the tank led Froude to design a model-cutting machine, dynamometers and machinery for the accurate ruling of graph paper. Froude's work, and later that of his son, was prodigious and covered many fields of ship design, including powering, propulsion, rolling, steering and stability. In only six years he had stamped his academic authority on the new science of hydrodynamics, served on many national committees and corresponded with fellow researchers throughout the world. His health suffered and he sailed for South Africa to recuperate, but he contracted dysentery and died at Simonstown. He will be remembered for all time as one of the greatest "fathers" of naval architecture.

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SUBJECT AREA: Ports and shipping

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A son of the manse, Russell was originally destined for the Church and commenced studies at the University of St Andrews, but shortly afterwards he transferred to Glasgow, graduating MA in 1825 when only 17 years old. He began work as a teacher in Edinburgh, working up from a school to the Mechanics Institute and then in 1832 to the University, where he took over the classes in natural philosophy following the death of the professor. During this period he designed and advised on the application of steam power to road transport and to the Forth and Clyde Canal, thereby awakening his interest in ships and naval architecture.

Russell presented papers to the British Association over several years, and one of them, The Wave Line Theory of Ship Form (although now superseded), had great influence on ship designers of the time and helped to establish the formal study of hydromechanics. With a name that was becoming well known, Russell looked around for better opportunities, and on narrowly missing appointment to the Chair of Mathematics at Edinburgh University he joined the upand-coming Clyde shipyard of Caird \& Co., Greenock, as Manager in 1838.

Around 1844 Russell and his family moved to London; following some business problems he was in straitened circumstances. However, appointment as Secretary to the Committee setting up the Great Exhibition of 1851 eased his path into London's intellectual society and allowed him to take on tasks such as, in 1847, the purchase of Fairbairn's shipyard on the Isle of Dogs and the subsequent building there of I.K. Brunel's Great Eastern steamship. This unhappy undertaking was a millstone around the necks of Brunel and Russell and broke the health of the former. With the yard failing to secure the order for HMS Warrior, the Royal Navy's first ironclad, Russell pulled out of shipbuilding and for the remainder of his life was a designer, consultant and at times controversial, but at all times polished and urbane, member of many important committees and societies. He is remembered as one of the founders of the Institution of Naval Architects in 1860. His last task was to design a Swiss Lake steamer for Messrs Escher Wyss, a company that coincidentally had previously retained Sir William Fairbairn.

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SUBJECT AREA: Ports and shipping

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Following early education at Devonport, White passed the Royal Dockyard entry examination in 1859 to commence a seven-year shipwright apprenticeship. However, he was destined for greater achievements and in 1863 passed the Admiralty Scholarship examinations, which enabled him to study at the Royal School of Naval Architecture at South Kensington, London. He graduated in 1867 with high honours and was posted to the Admiralty Constructive Department. Promotion came swiftly, with appointment to Assistant Constructor in 1875 and Chief Constructor in 1881.

In 1883 he left the Admiralty and joined the Tyneside shipyard of Sir W.G. Armstrong, Mitchell \& Co. at a salary of about treble that of a Chief Constructor, with, in addition, a production bonus based on tonnage produced! At the Elswick Shipyard he became responsible for the organization and direction of shipbuilding activities, and during his relatively short period there enhanced the name of the shipyard in the warship export market. It is assumed that White did not settle easily in the North East of England, and in 1885, following negotiations with the Admiralty, he was released from his five-year exclusive contract and returned to public service as Director of Naval Construction and Assistant Controller of the Royal Navy. (As part of the settlement the Admiralty released Philip Watts to replace White, and in later years Watts was also to move from that same shipyard and become White's successor as Director of Naval Construction.) For seventeen momentous years White had technical control of ship production for the Royal Navy. The rapid building of warships commenced after the passing of the Naval Defence Act of 1889, which authorized directly and indirectly the construction of around seventy vessels. The total number of ships built during the White era amounted to 43 battleships, 128 cruisers of varying size and type, and 74 smaller vessels. While White did not have the stimulation of building a revolutionary capital ship as did his successor, he did have the satisfaction of ensuring that the Royal Navy was equipped with a fleet of all-round capability, and he saw the size, displacement and speed of the ships increase dramatically.

In 1902 he resigned from the Navy because of ill health and assumed several less onerous tasks. During the construction of the Cunard Liner Mauretania on the Tyne, he held directorships with the shipbuilders Swan, Hunter and Wigham Richardson, and also the Parsons Marine Turbine Company. He acted as a consultant to many organizations and had an office in Westminster. It was there that he died in February 1913.

White left a great literary legacy in the form of his esteemed Manual of Naval Architecture, first published in 1877 and reprinted several times since in English, German and other languages. This volume is important not only as a text dealing with first principles but also as an illustration of the problems facing warship designers of the late nineteenth century.

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SUBJECT AREA: Ports and shipping

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Taylor's first years were spent on a farm in Virginia, but at the age of 13 he went to RandolphMacon College, graduating in 1881, and from there to the US Naval Academy, Annapolis. He graduated at the head of his class, had some sea time, and then went to the Royal Naval College in Greenwich, England, where in 1888 he again came top of the class with the highest-ever marks of any student, British or overseas.

On his return to the United States he held various posts as a constructor, ending this period at the Mare Island Navy Yard in California. In 1894 he was transferred to Washington, where he joined the Bureau of Construction and started to interest the Navy in ship model testing. Under his direction, the first ship model tank in the United States was built at Washington and for fourteen years operated under his control. The work of this establishment gave him the necessary information to write the highly acclaimed text The Speed and Power of Ships, which with revisions is still in use. By the outbreak of the First World War he was one of the world's most respected naval architects, and had been retained as a consultant by the British Government in the celebrated case of the collision between the White Star Liner Olympic and HMS Hawke.

In December 1914 Taylor became a Rear-Admiral and was appointed Chief Constructor of the US Navy. His term of office was extremely stressful, with over 1,000 ships constructed for the war effort and with the work of the fledgling Bureau for Aeronautics also under his control. The problems were not over in 1918 as the Washington Treaty required drastic pruning of the Navy and a careful reshaping of the defence force.

Admiral Taylor retired from active service at the beginning of 1923 but retained several consultancies in aeronautics, shipping and naval architecture. For many years he served as consultant to the ship-design company now known as Gibbs and Cox. Many honours came his way, but the most singular must be the perpetuation of his name in the David Taylor Medal, the highest award of the Society of Naval Architects and Marine Engineers in the United States. Similarly, the Navy named its ship test tank facility, which was opened in Maryland in 1937, the David W. Taylor Model Basin.

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SUBJECT AREA: Ports and shipping

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Waymouth had initial training in shipbuilding at one of the Royal Dockyards before going on to work at a privately owned shipyard. With this all-round experience he was accepted in 1854 by Lloyd's Register of Shipping as a surveyor, and was to serve the Society well during a period of great change in ship design. In 1864 he was charged with the task of framing the Rules for the Construction of Composite Built Vessels, i.e. ships with main structural members such as keel, frames and deck beams of iron and with the hull sheathing or planking of timber. Although long superseded, these rules were of considerable consequence at the time and they were accompanied by beautiful drawings executed by Harry J.Cornish, who became Chief Ship Surveyor of Lloyd's from 1900 until 1909. In 1870 revolutionary proposals were made for iron ships that led to the adoption of a new form of rules where the scantlings or size of individual parts were related to the overall dimensions of the vessel. The symbol 100A1 was then adopted for the first time.

Waymouth was more than a theoretical naval architect: in the late 1860s he was commissioned by the shipbuilders Walter Hood to design the famous Aberdeen Clipper Thermopylae. This was one of the fastest sailing ships of the nineteenth century and, along with its Clyde-built counterpart Cutty Sark, proved the efficacy of composite construction for these specialist vessels.

Waymouth was appointed Principal Surveyor of Lloyd's in 1870 and was Secretary of the Society from 1872 until his death at work in 1890. He was a member of the Royal Commission on Tonnage and of the Enquiry into the loss of HMS Atlanta, and at the time of his death was Vice-President of the Institution of Naval Architects.

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SUBJECT AREA: Ports and shipping

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Since he had a long family connection with the naval base at Portsmouth, it is not surprising that Watts started to serve his apprenticeship there in 1860. He was singled out for advanced training and then in 1866 was one of three young men selected to attend the Royal School of Naval Architecture at South Kensington in London. On completing his training he joined the technical staff, then had a period as a ship overseer before going to assist William Froude for two years, an arrangement which led to a close friendship between Watts and the two Froudes. Some interesting tasks followed: the calculations for HM Armoured Ram Polyphemus; the setting up of a "calculating" section within the Admiralty; and then work as a constructor at Chatham Dockyard. In 1885 the first major change of direction took place: Watts resigned from naval service to take the post of General Manager of the Elswick shipyard of Sir W.G.Armstrong. This was a wonderful opportunity for an enthusiastic and highly qualified man, and Watts rose to the challenge. Elswick produced some of the finest warships at the end of the nineteenth century and its cruisers, such as the Esmeralda of the Chilean Navy, had a legendary name.

In 1902 he was recalled to the Navy to succeed Sir William White as Director of Naval Construction (DNC). This was one of the most exciting times ever in warship design and it was during Watts's tenure of the post that the Dreadnought class of battleship was produced, the submarine service was developed and the destroyer fleet reached high levels of performance. It has been said that Watts's distinct achievements as DNC were greater armament per ton displacement, higher speeds and better manoeuvring, greater protection and, almost as important, elegance of appearance. Watt retired in 1912 but remained a consultant to the Admiralty until 1916, and then joined the board of Armstrong Whitworth, on which he served until his death.

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SUBJECT AREA: Ports and shipping

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Barnett studied naval architecture at the University of Glasgow and served an apprenticeship under the yacht designer George L. Watson. This was unusual as most undergraduates tended, then as now, to spend their initial years in the various departments of a shipyard, with concentration on the work of the drawing office. In 1904 Barnett succeeded Watson as Principal of the firm, and was simultaneously appointed Consulting Naval Architect to the Royal National Lifeboat Institution (RNLI), a post he held until his retirement in 1947. During this period many changes in lifeboat design brought increasing efficiency, better ranges of stability and improvements in operational safety. The RNLI recognized the great service of Barnett and his predecessor by naming two lifeboat types after them: the Watson and the Barnett.

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