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41 Elgar, Francis
SUBJECT AREA: Ports and shipping[br]b. April 1845 Portsmouth, Englandd. 16 January 1909 Monte Carlo, Monaco[br]English naval architect and shipbuilder.[br]Elgar enjoyed a fascinating professional life, during which he achieved distinction in the military, merchant, academic and political aspects of his profession. At the age of 14 he was apprenticed as a shipwright to the Royal Dockyard at Portsmouth but when he was in his late teens he was selected as one of the Admiralty students to further his education at the Royal School of Naval Architecture at South Kensington, London. On completion of the course he was appointed to Birkenhead, where the ill-fated HMS Captain was being built, and then to Portsmouth Dockyard. In 1870 the Captain was lost at sea and Francis Elgar was called on to prepare much of the evidence for the Court Martial. This began his life-long interest in ship stability and in ways of presenting this information in an easily understood form to ship operators.In 1883 he accepted the John Elder Chair of Naval Architecture at Glasgow University, an appointment which formalized the already well-established teaching of this branch of engineering at Glasgow. However, after only three years he returned to public service in the newly created post of Director of Royal Dockyards, a post that he held for a mere six years but which brought about great advances in the speed of warship construction, with associated reductions in cost. In 1892 he was made Naval Architect and Director of the Fairfield Shipbuilding Company in Glasgow, remaining there until he retired in 1907. The following year he accepted the post of Chairman of the Birkenhead shipyard of Cammell Laird \& Co.; this was a recent amalgamation of two companies, and he retained this position until his death. Throughout his life, Elgar acted on many consultative bodies and committees, including the 1884 Ship Load Line Enquiry. His work enabled him to keep abreast of all current thinking in ship design and construction.[br]Principal Honours and DistinctionsFRS. FRSE. Chevalier de la Légion d'honneur.BibliographyElgar produced some remarkable papers, which were published by the Institutions of Naval Architects, Civil Engineers and Engineers and Shipbuilders in Scotland as well as by the Royal Society. He published several books on shipbuilding.FMW -
42 Krylov, Alexei Nicolaevitch
SUBJECT AREA: Ports and shipping[br]b. 15 August 1863 Visyoger, Siberiad. 26 October 1945 Leningrad (now St Petersburg), Russia[br]Russian academician and naval architect) exponent of a rigorous mathematical approach to the study of ship motions.[br]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.[br]Principal Honours and DistinctionsMember, Russian Academy of Science 1814. Royal Institution of Naval Architects Gold Medal 1898. State Prize of the Soviet Union (first degree). Stalin Premium for work on compass deviation.BibliographyKrylov published more than 500 books, papers and articles; these have been collected and published in twelve volumes by the Academy of Sciences of the USSR. 1942, My Memories (autobiography).AK / FMWBiographical history of technology > Krylov, Alexei Nicolaevitch
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43 McNeill, Sir James McFadyen
SUBJECT AREA: Ports and shipping[br]b. 19 August 1892 Clydebank, Scotlandd. 24 July 1964 near Glasgow, Scotland[br]Scottish naval architect, designer of the Cunard North Atlantic Liners Queen Mary and Queen Elizabeth.[br]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.[br]Principal Honours and DistinctionsKnight Commander of the Royal Victorian Order 1954. CBE 1950. FRS 1948. President, Institution of Engineers and Shipbuilders in Scotland 1947–9. Honorary Vice-President, Royal Institution of Naval Architects. Military Cross (First World War).Bibliography1935, "Launch of the quadruple-screw turbine steamer Queen Mary", Transactions of the Institution of Naval Architects 77:1–27 (in this classic paper McNeill displays complete mastery of a difficult subject; it is recorded that prior to launch the estimate for travel of the ship in the River Clyde was 1,194 ft (363.9 m), and the actual amount recorded was 1,196 ft (364.5m)!).FMWBiographical history of technology > McNeill, Sir James McFadyen
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44 Morse, Samuel Finley Breeze
SUBJECT AREA: Telecommunications[br]b. 27 April 1791 Charlestown, Massachusetts, USAd. 2 April 1872 New York City, New York, USA[br]American portrait painter and inventor, b est known for his invention of the telegraph and so-called Morse code.[br]Following early education at Phillips Academy, Andover, at the age of 14 years Morse went to Yale College, where he developed interests in painting and electricity. Upon graduating in 1810 he became a clerk to a Washington publisher and a pupil of Washington Allston, a well-known American painter. The following year he travelled to Europe and entered the London studio of another American artist, Benjamin West, successfully exhibiting at the Royal Academy as well as winning a prize and medal for his sculpture. Returning to Boston and finding little success as a "historical-style" painter, he built up a thriving portrait business, moving in 1818 to Charleston, South Carolina, where three years later he established the (now defunct) South Carolina Academy of Fine Arts. In 1825 he was back in New York, but following the death of his wife and both of his parents that year, he embarked on an extended tour of European art galleries. In 1832, on the boat back to America, he met Charles T.Jackson, who told him of the discovery of the electromagnet and fired his interest in telegraphy to the extent that Morse immediately began to make suggestions for electrical communications and, apparently, devised a form of printing telegraph. Although he returned to his painting and in 1835 was appointed the first Professor of the Literature of Art and Design at the University of New York City, he began to spend more and more time experimenting in telegraphy. In 1836 he invented a relay as a means of extending the cable distance over which telegraph signals could be sent. At this time he became acquainted with Alfred Vail, and the following year, when the US government published the requirements for a national telegraph service, they set out to produce a workable system, with finance provided by Vail's father (who, usefully, owned an ironworks). A patent was filed on 6 October 1837 and a successful demonstration using the so-called Morse code was given on 6 January 1838; the work was, in fact, almost certainly largely that of Vail. As a result of the demonstration a Bill was put forward to Congress for $30,000 for an experimental line between Washington and Baltimore. This was eventually passed and the line was completed, and on 24 May 1844 the first message, "What hath God wrought", was sent between the two cities. In the meantime Morse also worked on the insulation of submarine cables by means of pitch tar and indiarubber.With success achieved, Morse offered his invention to the Government for $100,000, but this was declined, so the invention remained in private hands. To exploit it, Morse founded the Magnetic Telephone Company in 1845, amalgamating the following year with the telegraph company of a Henry O'Reilly to form Western Union. Having failed to obtain patents in Europe, he now found himself in litigation with others in the USA, but eventually, in 1854, the US Supreme Court decided in his favour and he soon became very wealthy. In 1857 a proposal was made for a telegraph service across the whole of the USA; this was completed in just over four months in 1861. Four years later work began on a link to Europe via Canada, Alaska, the Aleutian Islands and Russia, but it was abandoned with the completion of the transatlantic cable, a venture in which he also had some involvement. Showered with honours, Morse became a generous philanthropist in his later years. By 1883 the company he had created was worth $80 million and had a virtual monopoly in the USA.[br]Principal Honours and DistinctionsLLD, Yale 1846. Fellow of the Academy of Arts and Sciences 1849. Celebratory Banquet, New York, 1869. Statue in New York Central Park 1871. Austrian Gold Medal of Scientific Merit. Danish Knight of the Danneborg. French Légion d'honneur. Italian Knight of St Lazaro and Mauritio. Portuguese Knight of the Tower and Sword. Turkish Order of Glory.BibliographyE.L.Morse (ed.), 1975, Letters and Journals, New York: Da Capo Press (facsimile of a 1914 edition).Further ReadingJ.Munro, 1891, Heroes of the Telegraph (discusses his telegraphic work and its context).C.Mabee, 1943, The American Leonardo: A Life of Samuel Morse; reprinted 1969 (a detailed biography).KFBiographical history of technology > Morse, Samuel Finley Breeze
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45 Roebling, John Augustus
SUBJECT AREA: Civil engineering[br]b. 12 July 1806 Muhlhausen, Prussiad. 22 July 1869 Brooklyn, New York, USA[br]German/American bridge engineer and builder.[br]The son of Polycarp Roebling, a tobacconist, he studied mathematics at Dr Unger's Pedagogium in Erfurt and went on to the Royal Polytechnic Institute in Berlin, from which he graduated in 1826 with honours in civil engineering. He spent the next three years working for the Prussian government on the construction of roads and bridges. With his brother and a group of friends, he emigrated to the United States, sailing from Bremen on 23 May 1831 and docking in Philadelphia eleven weeks later. They bought 7,000 acres (2,800 hectares) in Butler County, western Pennsylvania, and established a village, at first called Germania but later known as Saxonburg. Roebling gave up trying to establish himself as a farmer and found work for the state of Pennsylvania as Assistant Engineer on the Beaver River canal and others, then surveying a railroad route across the Allegheny Mountains. During his canal work, he noted the failings of the hemp ropes that were in use at that time, and recalled having read of wire ropes in a German journal; he built a rope-walk at his Saxonburg farm, bought a supply of iron wire and trained local labour in the method of wire twisting.At this time, many canals crossed rivers by means of aqueducts. In 1844, the Pennsylvania Canal aqueduct across the Allegheny River was due to be renewed, having become unsafe. Roebling made proposals which were accepted by the canal company: seven wooden spans of 162 ft (49 m) each were supported on either side by a 7 in. (18 cm) diameter cable, Roebling himself having to devise all the machinery required for the erection. He subsequently built four more suspension aqueducts, one of which was converted to a toll bridge and was still in use a century later.In 1849 he moved to Trenton, New Jersey, where he set up a new wire rope plant. In 1851 he started the construction (completed in 1855) of an 821 ft (250 m) long suspension railroad bridge across the Niagara River, 245 ft (75 m) above the rapids; each cable consisted of 3,640 wrought iron wires. A lower deck carried road traffic. He also constructed a bridge across the Ohio River between Cincinnati and Covington, a task which was much protracted due to the Civil War; this bridge was finally completed in 1866.Roebling's crowning achievement was to have been the design and construction of the bridge over the Hudson River between Brooklyn and Staten Island, New York, but he did not live to see its completion. It had a span of 1,595 ft (486 m), designed to bear a load of 18,700 tons (19,000 tonnes) with a headroom of 135 ft (41 m). The work of building had barely started when, at the Brooklyn wharf, a boat crushed Roebling's foot against the timbering and he died of tetanus three weeks later. His son, Washington Augustus Roebling, then took charge of this great work.[br]Further ReadingD.B.Steinman and S.R.Watson, 1941, Bridges and their Builders, New York: Dover Books.D.McCullough, 1982, The Great Bridge: The Epic Story of the Building of the Brooklyn Bridge, New York: Simon \& Schuster.IMcNBiographical history of technology > Roebling, John Augustus
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46 White, Canvass
[br]b. 1790 Whitesboro, New York, USAd. 1834 St Augustine, Florida, USA[br]American civil engineer.[br]Between 1807 and 1816 White worked for his father. He fought in the War of 1812, and worked his way to Russia and back in a merchantman; in 1817–18 he went to England and walked over 2,000 miles (3,220 km) over canal sites. After 1818 he was Principal Assistant to Benjamin Wright on the construction of the Erie Canal until its completion in 1825; he was the only one involved in this project who had any knowledge of European canal construction. He was particularly noted for the design of canal locks and their equipment; one of his main contributions was the discovery of the lime rock in New York State which could be converted into concrete, and in 1820 he obtained a patent for a waterproof cement. He supervised the Glen Falls feeder construction, and he was Chief Engineer for the Delaware and Raritan Canal in New Jersey and the Lehigh and Union canals in Pennsylvania.IMcN
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