my+father+is+an+architect

SUBJECT AREA: Ports and shipping

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Chapman was born on the west coast of Sweden and was the son of a British naval officer serving in the Swedish Navy. In 1738 he followed in his father's footsteps by joining the naval dockyards as a shipbuilding apprentice. Subsequent experience was gained in other shipyards and by two years (1741–3) in London. His assiduous note taking and study of British shipbuilding were noticed and he was offered appointments in England, but these were refused and he returned to Sweden in 1744 and for a while operated as a ship repairer in partnership with a man called Bagge. In 1749 he started out on his own. He began with a period of study in Stockholm and in London, where he worked for a while under Thomas Simpson, and then went on to France and the Netherlands. During his time in England he learned the art of copper etching, a skill that later stood him in good stead. After some years he was appointed Deputy Master Shipwright to the Swedish Navy, and in 1760 he became Master Shipwright at Sveaborg (now Suomenlinna), the fortress island of Helsinki. There Chapman excelled by designing the coastal defence or skerry fleet that to this day is accepted as beautiful and fit for purpose. He understood the limitations of ship design and throughout his life strove to improve shipbuilding by using the advances in mathematics and science that were then being made. His contribution to the rationalization of thought in ship theory cannot be overemphasized.

In 1764 he became Chief Shipbuilder to the Swedish Navy, with particular responsibility for Karlskrona and for Stockholm. He assisted in the new rules for the classification of warships and later introduced standardization to the naval dockyards. He continued to rise in rank and reputation until his retirement in 1793, but to the end his judgement was sought on many matters concerning not only ship design but also the administration of the then powerful Swedish Navy.

His most important bequest to his profession is the great book Architectura Navalis Mercatoria, first published in 1768. Later editions were larger and contained additional material. This volume remains one of the most significant works on shipbuilding.

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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: Chemical technology, Mining and extraction technology, Weapons and armour

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The son of a barber-surgeon who deserted his family to serve in the Swedish army, Nobel showed little interest in academic pursuits as a child and was sent to sea at the age of 16, but jumped ship in Egypt and was eventually employed as an architect by the pasha. Returning to Sweden, he won a scholarship to the Stockholm School of Architecture, where he studied from 1821 to 1825 and was awarded a number of prizes. His interest then leaned towards mechanical matters and he transferred to the Stockholm School of Engineering. Designs for linen-finishing machines won him a prize there, and he also patented a means of transforming rotary into reciprocating movement. He then entered the real-estate business and was successful until a fire in 1833 destroyed his house and everything he owned. By this time he had married and had two sons, with a third, Alfred (of Nobel Prize fame; see Alfred Nobel), on the way. Moving to more modest quarters on the outskirts of Stockholm, Immanuel resumed his inventions, concentrating largely on India rubber, which he applied to surgical instruments and military equipment, including a rubber knapsack.

It was talk of plans to construct a canal at Suez that first excited his interest in explosives. He saw them as a means of making mining more efficient and began to experiment in his backyard. However, this made him unpopular with his neighbours, and the city authorities ordered him to cease his investigations. By this time he was deeply in debt and in 1837 moved to Finland, leaving his family in Stockholm. He hoped to interest the Russians in land and sea mines and, after some four years, succeeded in obtaining financial backing from the Ministry of War, enabling him to set up a foundry and arms factory in St Petersburg and to bring his family over. By 1850 he was clear of debt in Sweden and had begun to acquire a high reputation as an inventor and industrialist. His invention of the horned contact mine was to be the basic pattern of the sea mine for almost the next 100 years, but he also created and manufactured a central-heating system based on hot-water pipes. His three sons, Ludwig, Robert and Alfred, had now joined him in his business, but even so the outbreak of war with Britain and France in the Crimea placed severe pressures on him. The Russians looked to him to convert their navy from sail to steam, even though he had no experience in naval propulsion, but the aftermath of the Crimean War brought financial ruin once more to Immanuel. Amongst the reforms brought in by Tsar Alexander II was a reliance on imports to equip the armed forces, so all domestic arms contracts were abruptly cancelled, including those being undertaken by Nobel. Unable to raise money from the banks, Immanuel was forced to declare himself bankrupt and leave Russia for his native Sweden. Nobel then reverted to his study of explosives, particularly of how to adapt the then highly unstable nitroglycerine, which had first been developed by Ascanio Sobrero in 1847, for blasting and mining. Nobel believed that this could be done by mixing it with gunpowder, but could not establish the right proportions. His son Alfred pursued the matter semi-independently and eventually evolved the principle of the primary charge (and through it created the blasting cap), having taken out a patent for a nitroglycerine product in his own name; the eventual result of this was called dynamite. Father and son eventually fell out over Alfred's independent line, but worse was to follow. In September 1864 Immanuel's youngest son, Oscar, then studying chemistry at Uppsala University, was killed in an explosion in Alfred's laboratory: Immanuel suffered a stroke, but this only temporarily incapacitated him, and he continued to put forward new ideas. These included making timber a more flexible material through gluing crossed veneers under pressure and bending waste timber under steam, a concept which eventually came to fruition in the form of plywood.

In 1868 Immanuel and Alfred were jointly awarded the prestigious Letterstedt Prize for their work on explosives, but Alfred never for-gave his father for retaining the medal without offering it to him.

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1) know smth. know a foreign language (a lot of English, the facts of the case, one's business, one's profession, etc.) знать иностранный язык и т. д., he knows only English and French он знает только английский и французский, он владеет только английским языком и французским; know literature (poetry, the law, banking, etc.) разбираться в литературе и т. д., know a poem (one's lesson, one's part, smb.'s name, the way, the number, etc.) знать /помнить/ стихотворение и т. д.; know the area (the country, the place, etc.) знать данный район и т. д., ориентироваться в данной местности и т. д., know smb.'s faults (smb.'s habits, smb.'s character, smb.'s peculiarities, one's duties, etc.) знать чьи-л. недостатки и т. д., иметь представление о чьих-л. недостатках и т. д.; he knows more than he says он знает больше, чем говорит; certain things which you cannot but know некоторые обстоятельства, которых вы не можете не знать; he doesn't seem to know the value of time он, по-видимому, не умеет ценить время; he doesn't know his own mind он сам не знает, чего он хочет; don't I know it! мне ли этого не знать!

2) know smth. know fear (misery, poverty and sorrow, life, etc.) испытать /познать/ страх и т. д., he knows no defeat он не знает поражений; he has never known trouble у него никогда не было неприятностей, ему неведомы неприятности; he has known better days он знавал /видел/ лучшие времена; his zeal knows no bounds его усердие не имеет границ

3) know smb. know this man (this actress, the mayor, a very good lawyer, etc.) знать этого человека и т. д., быть знакомым с этим человеком и т. д.; I should like to know Mr. Hill я бы хотел познакомиться с мистером Хиллом; when I first knew him когда я впервые узнал его /познакомился с ним/; you two ought to know one another вы должны подружиться друг с другом

4) know smb., smth. I didn't know you when you came forward я не узнал тебя, когда ты вышел вперед; he knows a good horse (a good drama, a good actor, etc.) он большей знаток лошадей и т. д.; he knows a good thing when he sees it он понимает толк в вещах

1) know smth. in some manner know smth. positively (perfectly well, thoroughly, through and through, a little, insufficiently, superficially, officially, personally, intuitively, etc.) знать что-л. определенно и т. д., hardly /scarcely/ know smth. почти не иметь представления о чем-л.; when you get to know it better когда вы с этим получше познакомитесь

2) know smb. in some manner know smb. intimately (personally, slightly, only casually, etc.) близко и т. д. знать кого-л., быть близко и т. д. знакомым с кем-л.; get /come/ to know smb. better узнать кого-л. лучше; it happened that they knew each other well оказалось, что они хорошо знали друг друга; know smb. for (at) some time have you known him long? вы его давно знаете?; вы давно с ним знакомы?

3) know smb., smth. in some manner know smb., smth. easily (with difficulty, etc.) узнавать кого-л., что-л. сразу и т. д.; know smb., smth. at some time know smb., smth. at once (immediately, instantly, again, etc.) узнать кого-л., что-л. тотчас же и т. д.; know smb., smth. at some place you are just like your father, I'd know you anywhere ты очень похож на отца, я узнал бы тебя при встрече

1) know smth. about /of/ smth., smb. know everything ( all, most, a little, etc.) about /of/ smth., smb. знать все и т. д. о чем-л., о ком-л.; I know nothing about him у меня нет никаких сведений о нем; do you know anything about astronomy? вы что-нибудь понимаете в астрономии?; know smth. from /by/ smth. know smth. from history знать что-л. из истории; know smth. by /from/ experience знать что-л. по опыту; know smb. by smth. know smb. by name (by reputation, by his articles, etc.) знать кого-л. по имени и т. д.; do you know him by sight? вы его знаете в лицо?; know smth. against smb. know some facts against him иметь кое-какие факты, говорящие против него || know smth. by heart знать что-л. наизусть; know smth. for a fact знать точно что-л.

2) know smb. by (from, at, etc.) smth. know one's brother by his voice (the man by the scar, him by his walk, a policeman by the clothes he wears, etc.) узнать своего брата по голосу и т. д.; I knew him from the photograph я его узнал по фотографии; she knew him at a distance она узнала /признала/ его издалека; know smb., smth. from smb., smth. know a friend from a foe (a fool from a wise man, the one from the other, the swallow from a house martin, right from wrong, good from evil, one tune from another, etc.) отличать друга от врага и т. д., you wouldn't know him from an Englishman его не отличишь от настоящего англичанина; know smb. for smb. know him for an American (for a German, for a sportsman, etc.) узнавать в нем американца и т. д.; I wonder how you were able to know him for a doctor удивляюсь, как вам удалось определить, что он врач

know that... (where..., who..., etc.) know that you were coming today (that you are busy, (that) you would help me if you could, (that) it is going to rain, (that) he was here, where he was, who did it, who Napoleon was, who's who on the screen, what he is talking about, etc.) знать, что вы сегодня приезжаете и т. д.; know what's what знать, что к чему; you know how it is знаешь, как это бывает; I don't know that he understands much about it не думаю /сомневаюсь/, чтобы он в этом что-л. понимал; heaven knows when I shall be back кто его знает, когда я вернусь; let me know if you change your mind если передумаете, дайте мне знать /сообщите мне/; there is no knowing what it may lead to (how she will act, when we shall meet again, etc.) нельзя сказать, к чему это может привести и т. д.

демиург (demiurge)

творец (creator, maker, author, architect, father, demiurge)

творец или создатель мира (demiurge)

создатель (creator, maker, author, originator, architect, father)

инициатор (initiator, originator, mover, pioneer, author)

автор (author, writer, creator, composer, originator, mover)

изобретатель (inventor, artificer, contriver, deviser, originator, devisor)

SUBJECT AREA: Ports and shipping

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From 1844 until 1962, the Clyde shipyard of William Denny and Brothers, Dumbarton, produced over 1,500 ships, trained innumerable students of all nationalities in shipbuilding and marine engineering, and for the seventy-plus years of their existence were accepted worldwide as the leaders in the application of science to ship design and construction. Until the closure of the yard members of the Denny family were among the partners and later directors of the firm: they included men as distinguished as Dr Peter Denny (1821(?)–95), Sir Archibald Denny (1860–1936) and Sir Maurice Denny (1886– 1955), the main collaborator in the design of the Denny-Brown ship stabilizer.

One of the most influential of this shipbuilding family was William Denny, now referred to as William 3! His early education was at Dumbarton, then on Jersey and finally at the Royal High School, Edinburgh, before he commenced an apprenticeship at his father's shipyard. From the outset he not only showed great aptitude for learning and hard work but also displayed an ability to create good relationships with all he came into contact with. At the early age of 21 he was admitted a partner of the shipbuilding business of William Denny and Brothers, and some years later also of the associated engineering firm of Denny \& Co. His deep-felt interest in what is now known as industrial relations led him in 1871 to set up a piecework system of payment in the shipyard. In this he was helped by the Yard Manager, Richard Ramage, who later was to found the Leith shipyard, which produced the world's most elegant steam yachts. This research was published later as a pamphlet called The Worth of Wages, an unusual and forward-looking action for the 1860s, when Denny maintained that an absentee employer should earn as much contempt and disapproval as an absentee landlord! In 1880 he initiated an awards scheme for all company employees, with grants and awards for inventions and production improvements. William Denny was not slow to impose new methods and to research naval architecture, a special interest being progressive ship trials with a view to predicting effective horsepower. In time this led to his proposal to the partners to build a ship model testing tank beside the Dumbarton shipyard; this scheme was completed in 1883 and was to the third in the world (after the Admiralty tank at Torquay, managed by William Froude and the Royal Netherlands Navy facility at Amsterdam, under B.J. Tideman. In 1876 the Denny Shipyard started work with mild-quality shipbuilding steel on hulls for the Irrawaddy Flotilla Company, and in 1879 the world's first two ships of any size using this weight-saving material were produced: they were the Rotomahana for the Union Steamship Company of New Zealand and the Buenos Ayrean for the Allan Line of Glasgow. On the naval-architecture side he was involved in Denny's proposals for standard cross curves of stability for all ships, which had far-reaching effects and are now accepted worldwide. He served on the committee working on improvements to the Load Line regulations and many other similar public bodies. After a severe bout of typhoid and an almost unacceptable burden of work, he left the United Kingdom for South America in June 1886 to attend to business with La Platense Flotilla Company, an associate company of William Denny and Brothers. In March the following year, while in Buenos Aires, he died by his own hand, a death that caused great and genuine sadness in the West of Scotland and elsewhere.

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SUBJECT AREA: Architecture and building

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After naval service during the First World War, Fuller worked for some time in the building industry with his father, who was an architect. In 1927 he became interested in trying to solve social problems by providing good, low-cost housing for an expanding population. Utilizing modern techniques applicable in other industries, such as the design of aircraft and ships, he produced his "Dymaxion House", which was transportable and cheap. This was followed in 1946 by his aluminium, stressed-skin, prefabricated house. The geodesic dome is the structural concept for which Fuller is particularly known. It was patented in 1954 and 300,000 were built over a thirty-year period. He had envisaged the dome being utilized on smaller or larger, simple or complex patterns for a wide variety of needs such as enclosing a covered area for a house, a botanical garden, an exhibition pavilion, a factory, a weather station or, indeed, an entire city. A famous example that he designed was that for the US pavilion at Expo '67 in Montreal. A geodesic dome is generally spherical in form, the chief structural elements of which are interconnected in a geodesic pattern, i.e. one in which the lines connecting two points are the shortest possible. The structure is composed of slender, lightweight struts (usually of aluminium) arranged in geometrical patterns, with the metal skeleton covered by a light, plastic material. Inside the dome, all the space is usable and the climate is controllable. Fuller wrote and lectured widely on his patented invention, explaining the importance of structural research particularly in relation to world needs.

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SUBJECT AREA: Architecture and building, Civil engineering

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Jenney's Home Insurance Building in Chicago was completed in 1885 but demolished in 1931. It was the first building to rise above ten to twelve storeys and was possible because it did not require immensely thick walls on the lower storeys to carry the weight above. Using square-sectioned cast-iron wall piers, hollow cylindrical cast-iron columns on the interior and, across these, steel and cast-iron beams and girders, Jenney produced a load-bearing metal framework independent of the curtain walling. Beams and girders were united by ties as well as being bolted to the vertical members, so providing a strong framework to take the building load. Jenney went on to build in Chicago the Second Leiter Building (1889–91) and, in 1891, the Manhattan Building. He played a considerable part in the planning of the 1893 Chicago World's Fair. Jenney is accepted as having been the founder of the Chicago school of architecture, and he trained many of the later noted architects and builders of the city, such as William Holabird, Martin Roche and Louis Sullivan.

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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: Architecture and building

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Mies van der Rohe was the son of a stonemason and his early constructional training came from his father. As a young man he gained experience of the modern school from study of the architecture of the earlier leaders, notably Peter Behrens, Hendrik Berlage and Frank Lloyd Wright. He commenced architectural practice in 1913 and soon after the First World War was establishing his own version of modern architecture. His building materials were always of the highest quality, of marble, stone, glass and, especially, steel. He stripped his designs of all extraneous decoration: more than any of his contemporaries he followed the theme of elegance, functionalism and an ascetic concentration on essentials. He believed that architectural design should not look backwards but should reflect the contemporary achievement of advanced technology in both its construction and the materials used, and he began early in his career to act upon these beliefs. Typical was his early concrete and glass office building of 1922, after which, more importantly, came his designs for the German Pavilion at the Barcelona Exposition of 1929. These designs included his famous Barcelona chair, made from chrome steel and leather in a geometrical design, one which has survived as a classic and is still in production. Another milestone was his Tugendhat House in Brno (1930), a long, low, rectilinear structure in glass and steel that set a pattern for many later buildings of this type. In 1930 Mies followed his colleagues as third Director of the Bauhaus, but due to the rise of National Socialism in Germany it was closed in 1933. He finally left Germany for the USA in 1937, and the following year he took up his post as Director of Architecture in Chicago at what is now known as the Illinois Institute of Technology and where he remained for twenty years. In America Mies van der Rohe continued to develop his work upon his original thesis. His buildings are always recognizable for their elegance, fine proportions, high-quality materials and clean, geometrical forms; nearly all are of glass and steel in rectangular shapes. The structure and design evolved according to the individual needs of each commission, and there were three fundamental types of design. One type was the single or grouped high-rise tower, built for apartments for the wealthy, as in his Lake Shore Drive Apartments in Chicago (1948–51), or for city-centre offices, as in his Seagram Building in New York (1954–8, with Philip Johnson) or his Chicago Federal Centre (1964). Another form was the long, low rectangle based upon the earlier Tugendhat House and seen again in the New National Gallery in Berlin (1965–8). Third, there were the grouped schemes when the commission called for buildings of varied purpose on a single, large site. Here Mies van der Rohe achieved a variety and interest in the different shapes and heights of buildings set out in spatial harmony of landscape. Some examples of this type of scheme were housing estates (Lafayette Park Housing Development in Detroit, 1955–6), while others were for educational, commercial or shopping requirements, as at the Toronto Dominion Centre (1963–9).

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SUBJECT AREA: Civil engineering

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The son of Caleb and Sally Pratt, Thomas Pratt attended public school in Boston before going on to the Rensselaer School (now the Rensselaer Polytechnic Institute) in Troy, New York. While at school, his spare time was spent assisting his father, a well-known architect, in his practice. He is said to have drawn a complete set of plans for a substantial house when only 12 years old. At the conclusion of his studies, he was offered a teaching position at Rensselaer but turned it down as he was planning an engineering career; he became a government assistant on the construction of dry docks at Charleston, South Carolina, and Norfolk, Virginia.

After this experience of government work, he turned to railroad construction, first with the Boston and Lowell and Boston and Maine railroads, followed by many others. In this work, he became involved in bridge construction, mostly as consulting engineer. His best-known bridge was that over the Merrimack River at Newburyport, Massachusetts, which he built with six long timber spans and a metal drawspan. He also invented a new method of ship propulsion, a form of steam boiler, an equalizer for drawbridge supports and an improved form of combined timber and steel truss; he is best known, however, for the Pratt truss. This did not truly come into its own until the inception of all-metal construction for bridges, by which time it was too late for Pratt to gain much financial reward from it.

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SUBJECT AREA: Ports and shipping

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After the death of his father, Seppings at the age of 14 moved to his uncle's home in Plymouth, where shortly after (1782) he was apprenticed to the Master Shipwright. His indentures were honoured fully by 1789 and he commenced his climb up the professional ladder of the ship construction department of the Royal Dockyards. In 1797 he became Assistant Master Shipwright at Plymouth, and in 1804 he was appointed Master Shipwright at Chatham. In 1813 Sir William Rule, Surveyor to the Navy, retired and the number of surveyors was increased to three, with Seppings being appointed the junior. Later he was to become Surveyor to the Royal Navy, a post he held until his retirement in 1832. Seppings introduced many changes to ship construction in the early part of the nineteenth century. It is likely that the introduction of these innovations required positive and confident management, and their acceptance tells us much about Seppings. The best-known changes were the round bow and stern in men-of-war and the alteration to framing systems.

The Seppings form of diagonal bracing ensured that wooden ships, which are notorious for hogging (i.e. drooping at the bow and stern), were stronger and therefore able to be built with greater length. This change was complemented by modifications to the floors, frames and futtocks (analogous to the ribs of a ship). These developments were to be taken further once iron composite construction (wooden sheathing on iron frames) was adopted in the United Kingdom mid-century.

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SUBJECT AREA: Ports and shipping

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For a man who contributed much to the history of shipbuilding in Britain, surprisingly little is known of his life and times. The family are reputedly descendants of Danish or Norwegian shipbuilders who emigrated to England around the late seventeenth century. It is known, however, that Marmaduke was the fourth child of his father, Hugh Stalkartt, but the second child of Hugh's second wife.

Stalkartt is believed to have served an apprenticeship at the Naval Yard at Deptford on the Thames. He had advanced sufficiently by 1796 for the Admiralty to send him to India to establish shipyards dedicated to the construction of men-of-war in teak. The worsening supply of oak from England, and to a lesser extent Scotland, coupled with the war with France was making ship procurement one of the great concerns of the time. The ready supply of hardwoods from the subcontinent was a serious attempt to overcome this problem. For some years one of the shipyards in Calcutta was known as Stalkartt's Yard and this gives some credence to the belief that Stalkartt left the Navy while overseas and started his own shipbuilding organization.

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