One of the greatest Naval Architects of all times
David Watson Taylor was born on his father's farm in Louisa County, Virginia, on March 4, 1864, the son of Henry and Mary Minor (Watson) Taylor. After elementary education at home, he was sent to Randolph-Macon College, Ashland, Virginia, at the age of thirteen, the youngest boy in the college.
Upon graduation in 1881, he was appointed to the United States Naval Academy and graduated as a cadet engineer in 1885 at the head of his class, with the highest scholastic record of any graduate of the Academy up to the present time. During his fourth year at the Academy,he was not only the ranking cadet, but a member of the football and baseball teams, president of the athletic association and chairman of the "hop" committee. After three months' service on the U. S. S. Pensacola, the flagship of the European Squadron, commanded by Captain George Dewey, he was selected by the Navy Department for assignment to study at the Royal Naval College in Greenwich, England. At that time there was no special course in this country for the design and construction of warships and naval machinery and for several years the Navy Department had sent young naval officers to study those subjects in England and France and later also in Germany. Taylor was ordered to England and entered the post-graduate course at Greenwich in 1885, specializing in marine engineering. He graduated from the Royal Naval College in 1888, receiving a first-class certificate, making the highest record of any English or foreign student at the College up to that time.
While at Greenwich he was appointed Assistant Naval Constructor in 1886 because of his high standing at the College. In fact, at the annual examination of his first year at the College he was awarded a first prize in a class of 24 students.
Upon his return to the United States, Taylor was assigned to duty at Cramp's shipyard in Philadelphia.
In 1889 he was a member of the board of experts considering alleged defects in the battleship Texas building at Norfolk. About the same time he assisted in preparing the designs of naval vessels for the consideration of the Board of Naval Policy. It was in those years that the upbuilding of the "New Navy" began, and Taylor took an active part in this work in several ways.
In 1891 he was promoted to the grade of Naval Constructor and from 1892 to 1894 he served as Construction Officer in the Navy Yard, Mare Island, California. In 1894 he was assigned to duty in the Bureau of Construction and Repair at Washington as principal assistant to the Chief Constructor. His connection with the designing and construction bureau of the Navy Department, thus commenced, continued throughout the remainder of his active career in the Navy. In 1898 he was ordered to Havana to arrange for and to fit the floating dry dock for towage to the United States. He was promoted to the rank of Commander in March 1899, to the rank of Captain in March 1901, and to the rank of Rear Admiral in 1917.
For about eight years, from 1914 to 1922, Admiral Taylor served as Chief Constructor and Chief of the Bureau of Construction and Repair. This term included the period of the World War. In 1917 he was appointed a member of the National Advisory Committee for Aeronautics, representing the Navy. Admiral Taylor was retired at his own request, January 15, 1923, after more than forty-one years' service.
Following his retirement, Admiral Taylor served as Secretary of the National Advisory Committee for Aeronautics, 1923-1926, and was appointed Vice Chairman in 1927. He also served as Consultant for the Shipping Board. In 1925 Admiral Taylor became a Director of Gibbs Brothers, Inc., Naval Architects and Marine Engineers, and later with the organization of Gibbs & Cox, Inc., in 1929, he became a Director of the new firm and also Vice-President.
Admiral Taylor married Imogene Maury Morris of Louisa County, Virginia, on October 26, 1892. They had four children: Dorothy Watson, May Coleman, David Watson and Imogene Morris.
In the spring of 1932, at a time of life when he might still have rendered further valuable service to the country, Admiral Taylor was stricken with paralysis and after this tragic event he was helplessly confined to chair and bed for the remaining eight years of his life. He spent his time largely at the Naval Hospital in Washington, always under the care of his wife. He died at the hospital on July 28, 1940.
Upon graduation in 1881, he was appointed to the United States Naval Academy and graduated as a cadet engineer in 1885 at the head of his class, with the highest scholastic record of any graduate of the Academy up to the present time. During his fourth year at the Academy,he was not only the ranking cadet, but a member of the football and baseball teams, president of the athletic association and chairman of the "hop" committee. After three months' service on the U. S. S. Pensacola, the flagship of the European Squadron, commanded by Captain George Dewey, he was selected by the Navy Department for assignment to study at the Royal Naval College in Greenwich, England. At that time there was no special course in this country for the design and construction of warships and naval machinery and for several years the Navy Department had sent young naval officers to study those subjects in England and France and later also in Germany. Taylor was ordered to England and entered the post-graduate course at Greenwich in 1885, specializing in marine engineering. He graduated from the Royal Naval College in 1888, receiving a first-class certificate, making the highest record of any English or foreign student at the College up to that time.
While at Greenwich he was appointed Assistant Naval Constructor in 1886 because of his high standing at the College. In fact, at the annual examination of his first year at the College he was awarded a first prize in a class of 24 students.
Upon his return to the United States, Taylor was assigned to duty at Cramp's shipyard in Philadelphia.
In 1889 he was a member of the board of experts considering alleged defects in the battleship Texas building at Norfolk. About the same time he assisted in preparing the designs of naval vessels for the consideration of the Board of Naval Policy. It was in those years that the upbuilding of the "New Navy" began, and Taylor took an active part in this work in several ways.
In 1891 he was promoted to the grade of Naval Constructor and from 1892 to 1894 he served as Construction Officer in the Navy Yard, Mare Island, California. In 1894 he was assigned to duty in the Bureau of Construction and Repair at Washington as principal assistant to the Chief Constructor. His connection with the designing and construction bureau of the Navy Department, thus commenced, continued throughout the remainder of his active career in the Navy. In 1898 he was ordered to Havana to arrange for and to fit the floating dry dock for towage to the United States. He was promoted to the rank of Commander in March 1899, to the rank of Captain in March 1901, and to the rank of Rear Admiral in 1917.
For about eight years, from 1914 to 1922, Admiral Taylor served as Chief Constructor and Chief of the Bureau of Construction and Repair. This term included the period of the World War. In 1917 he was appointed a member of the National Advisory Committee for Aeronautics, representing the Navy. Admiral Taylor was retired at his own request, January 15, 1923, after more than forty-one years' service.
Following his retirement, Admiral Taylor served as Secretary of the National Advisory Committee for Aeronautics, 1923-1926, and was appointed Vice Chairman in 1927. He also served as Consultant for the Shipping Board. In 1925 Admiral Taylor became a Director of Gibbs Brothers, Inc., Naval Architects and Marine Engineers, and later with the organization of Gibbs & Cox, Inc., in 1929, he became a Director of the new firm and also Vice-President.
Admiral Taylor married Imogene Maury Morris of Louisa County, Virginia, on October 26, 1892. They had four children: Dorothy Watson, May Coleman, David Watson and Imogene Morris.
In the spring of 1932, at a time of life when he might still have rendered further valuable service to the country, Admiral Taylor was stricken with paralysis and after this tragic event he was helplessly confined to chair and bed for the remaining eight years of his life. He spent his time largely at the Naval Hospital in Washington, always under the care of his wife. He died at the hospital on July 28, 1940.
Taylor as a Naval Architect and Scientist
Even in the earliest years of his career, Taylor produced original work of practical and scientific value. He critically investigated the various methods of "ship calculation" for the determination of displacement as well as the characteristics of buoyancy and stability and formulated a method of calculation which became the standard for the Navy.
In 1893 he wrote his first book entitled: Resistance of Ships and Screw Propulsion, a subject which was to become his life's principal work. This book formed the foundation for his later more complete and classical volume to be described below.
In 1894 Taylor read a paper entitled: "Ship-shaped Stream Forms," before the British Institution of Naval Architects, in which was revealed his high analytical ability and capacity for original mathematical research. This paper was awarded the gold medal of the Institution in 1895, the first time this honor was bestowed on an American. Taylor brought to the attention of the naval authorities the great handicap under which the naval designers of the United States labored through lack of experimental facilities, notably a model basin for experimentation with small ship models, such as possessed at that time by several foreign governments and private establishments. His persistent advocacy and convincing arguments for the need of such facilities led to the appropriation of funds for the establishment of the Experimental Model Basin at the Washington Navy Yard. The details of the design of the Model Basin and its actual construction were placed under the immediate supervision of Taylor and the basin was completed and ready for operation by 1899. He then began an extensive and systematic series of experiments and investigations on the subject of resistance to the propulsion of ships and on the action of propellers, which continued under his immediate direction up to the time of his appointment as Chief of the Bureau of Construction and Repair in 1914. The results of
these systematic investigations were scientifically analyzed and tabulated, and from time to time conclusions deducible therefrom, with supporting data, were published in various papers, mostly in the Transactions of the Society of Naval Architects and Marine Engineers, of which he was one of the founders.
In 1910, the extensive research work performed by Taylor up to that time, in connection with the model basin, was published in his great work: "The Speed and Pozver of Ships," which has become internationally known as the standard book on this subject. In the preface Taylor sums up the purpose of this book in the following words: "The intention of this work is to treat in a consistent and connected manner, for the use of students, the theory of resistance and propulsion of vessels and to give methods, rules and formulae which may be applied in practice by those who have to deal with such matters. The contents are based largely upon model experiments, such as were initiated in England nearly half a century ago by Mr. William Froude and are now generally recognized as our most effective means of investigation in the
field of resistance and propulsion. At the same time care has been taken to point out the limitations of the model experiment method and the regions where it ceases to be a reliable guide." After an introductory chapter on hydrodynamics, pertinent to this subject, the book deals comprehensively with the problem of resistance to driving a ship through water, in all its aspects, with special regard to the use of small models. The results of the vast experimental work are expressed in a great number of diagrams, giving curves which represent the resistance of a series of models, derived from a parent form by variation of the principal characteristics such as beam-draught ratio, speed-length ratio, coefficients of fineness, etc. The third chapter is devoted to the difficult subject of propulsion, which is here treated in a most complete and masterly manner. It comprises the general theory of propeller action, the results of extensive series of experiments with small models, presented in numerous diagrams by curves, various special problems such as that of cavitation, and finally a full discussion of the strength and design of propeller blades. The last chapters deal with ship trials and their analysis, and with the important practical problem of powering of ships, that is, the calculation of the engine power required to drive a given ship at a certain speed.
Altogether the book is an outstanding classic in engineering literature. Taylor had the rare advantage of a brilliant mind and a natural talent for expressing himself in concise scientific language. He was never satisfied until he had reached perfection in exposition and he avoided always the pitfall of stating opinions that were not completely buttressed by facts. His talent for experimental work found the best possible opportunity for development and achievement, due to the fact that he had at his disposal and under his independent direction a well equipped experimental plant, shaped according to his own ideas and provided with an exceptionally able staff of his own selection and trained by himself. His master mind used this tool to full efficiency.
The Navy Department allowed Taylor to hold his position as scientific expert and head of the Experimental Model Basin in Washington continuously for about twenty years. This is contrary to the ordinary routine according to which officers do not hold the same commission or office for more than four years. Thus Taylor was given the opportunity of continuous and consistent study and research, and the outcome was a work of rare excellence and value.
In 1933 a second revised edition of his book was published, following closely the same principles in mode of presentation, but containing much new material, largely based on experimental data from the model basin, accumulated since the publication of the first edition in 1910. The new edition was prepared with the assistance of Lieutenant Commander A. S. Pitre (CC), U. S. Navy, the Admiral's capacity for work being at that time impaired by his illness. The book has placed ship designers of all countries under a great and lasting obligation to Admiral Taylor.
In 1909 Taylor published a paper on "Some Model Experiments on Suction of Vessels," read before the Society of Naval Architects and Marine Engineers in New York, explaining the "suction" which tends to draw ships together when they pass close to one another. Not long after, a collision occurred between the British cruiser Hawke and the White Star liner Olympic. In the ensuing trial the British Admiralty claimed that the collision was due to "suction" and in 1911 Taylor's services as technical expert were requested by the Admiralty and were loaned by the United States Government. The decision, which was strongly influenced by Taylor's testimony, was in favor of the Admiralty's contention.
The work at the Model Basin under Taylor's guidance extended outside the field of resistance and propulsion of ships and came to comprise several other problems in engineering.
To the writer's knowledge, one of the earliest and most complete sets of experiments on the artificial ventilation of ships was that made by Taylor at the Experimental Model Basin. His experiments were conducted through a number of years and led to a rational scientific mode of design of ventilating systems, now adopted in the United States naval vessels.
In 1901 he published a paper on the balancing of reciprocating marine engines, giving the most complete analysis of the problem up to that time. An analysis and experiments were made on the problem of gyroscopic control of the rolling of vessels for the late Dr. Elmer Sperry, which proved to be most useful in the development of the Sperry control apparatus. Taylor was appointed Chief Constructor with the rank of Rear Admiral in 1914 and served in that capacity during the World War and until 1922. He was responsible for the design of an unprecedented number of vessels; actually more than 1,000 vessels, large and small, with a total displacement of about 1,200,000 tons, were built under his supervision, while in addition half a million tons of vessels were designed and begun, but discontinued or scrapped after the Washington Naval Conference of 1922.
In 1893 he wrote his first book entitled: Resistance of Ships and Screw Propulsion, a subject which was to become his life's principal work. This book formed the foundation for his later more complete and classical volume to be described below.
In 1894 Taylor read a paper entitled: "Ship-shaped Stream Forms," before the British Institution of Naval Architects, in which was revealed his high analytical ability and capacity for original mathematical research. This paper was awarded the gold medal of the Institution in 1895, the first time this honor was bestowed on an American. Taylor brought to the attention of the naval authorities the great handicap under which the naval designers of the United States labored through lack of experimental facilities, notably a model basin for experimentation with small ship models, such as possessed at that time by several foreign governments and private establishments. His persistent advocacy and convincing arguments for the need of such facilities led to the appropriation of funds for the establishment of the Experimental Model Basin at the Washington Navy Yard. The details of the design of the Model Basin and its actual construction were placed under the immediate supervision of Taylor and the basin was completed and ready for operation by 1899. He then began an extensive and systematic series of experiments and investigations on the subject of resistance to the propulsion of ships and on the action of propellers, which continued under his immediate direction up to the time of his appointment as Chief of the Bureau of Construction and Repair in 1914. The results of
these systematic investigations were scientifically analyzed and tabulated, and from time to time conclusions deducible therefrom, with supporting data, were published in various papers, mostly in the Transactions of the Society of Naval Architects and Marine Engineers, of which he was one of the founders.
In 1910, the extensive research work performed by Taylor up to that time, in connection with the model basin, was published in his great work: "The Speed and Pozver of Ships," which has become internationally known as the standard book on this subject. In the preface Taylor sums up the purpose of this book in the following words: "The intention of this work is to treat in a consistent and connected manner, for the use of students, the theory of resistance and propulsion of vessels and to give methods, rules and formulae which may be applied in practice by those who have to deal with such matters. The contents are based largely upon model experiments, such as were initiated in England nearly half a century ago by Mr. William Froude and are now generally recognized as our most effective means of investigation in the
field of resistance and propulsion. At the same time care has been taken to point out the limitations of the model experiment method and the regions where it ceases to be a reliable guide." After an introductory chapter on hydrodynamics, pertinent to this subject, the book deals comprehensively with the problem of resistance to driving a ship through water, in all its aspects, with special regard to the use of small models. The results of the vast experimental work are expressed in a great number of diagrams, giving curves which represent the resistance of a series of models, derived from a parent form by variation of the principal characteristics such as beam-draught ratio, speed-length ratio, coefficients of fineness, etc. The third chapter is devoted to the difficult subject of propulsion, which is here treated in a most complete and masterly manner. It comprises the general theory of propeller action, the results of extensive series of experiments with small models, presented in numerous diagrams by curves, various special problems such as that of cavitation, and finally a full discussion of the strength and design of propeller blades. The last chapters deal with ship trials and their analysis, and with the important practical problem of powering of ships, that is, the calculation of the engine power required to drive a given ship at a certain speed.
Altogether the book is an outstanding classic in engineering literature. Taylor had the rare advantage of a brilliant mind and a natural talent for expressing himself in concise scientific language. He was never satisfied until he had reached perfection in exposition and he avoided always the pitfall of stating opinions that were not completely buttressed by facts. His talent for experimental work found the best possible opportunity for development and achievement, due to the fact that he had at his disposal and under his independent direction a well equipped experimental plant, shaped according to his own ideas and provided with an exceptionally able staff of his own selection and trained by himself. His master mind used this tool to full efficiency.
The Navy Department allowed Taylor to hold his position as scientific expert and head of the Experimental Model Basin in Washington continuously for about twenty years. This is contrary to the ordinary routine according to which officers do not hold the same commission or office for more than four years. Thus Taylor was given the opportunity of continuous and consistent study and research, and the outcome was a work of rare excellence and value.
In 1933 a second revised edition of his book was published, following closely the same principles in mode of presentation, but containing much new material, largely based on experimental data from the model basin, accumulated since the publication of the first edition in 1910. The new edition was prepared with the assistance of Lieutenant Commander A. S. Pitre (CC), U. S. Navy, the Admiral's capacity for work being at that time impaired by his illness. The book has placed ship designers of all countries under a great and lasting obligation to Admiral Taylor.
In 1909 Taylor published a paper on "Some Model Experiments on Suction of Vessels," read before the Society of Naval Architects and Marine Engineers in New York, explaining the "suction" which tends to draw ships together when they pass close to one another. Not long after, a collision occurred between the British cruiser Hawke and the White Star liner Olympic. In the ensuing trial the British Admiralty claimed that the collision was due to "suction" and in 1911 Taylor's services as technical expert were requested by the Admiralty and were loaned by the United States Government. The decision, which was strongly influenced by Taylor's testimony, was in favor of the Admiralty's contention.
The work at the Model Basin under Taylor's guidance extended outside the field of resistance and propulsion of ships and came to comprise several other problems in engineering.
To the writer's knowledge, one of the earliest and most complete sets of experiments on the artificial ventilation of ships was that made by Taylor at the Experimental Model Basin. His experiments were conducted through a number of years and led to a rational scientific mode of design of ventilating systems, now adopted in the United States naval vessels.
In 1901 he published a paper on the balancing of reciprocating marine engines, giving the most complete analysis of the problem up to that time. An analysis and experiments were made on the problem of gyroscopic control of the rolling of vessels for the late Dr. Elmer Sperry, which proved to be most useful in the development of the Sperry control apparatus. Taylor was appointed Chief Constructor with the rank of Rear Admiral in 1914 and served in that capacity during the World War and until 1922. He was responsible for the design of an unprecedented number of vessels; actually more than 1,000 vessels, large and small, with a total displacement of about 1,200,000 tons, were built under his supervision, while in addition half a million tons of vessels were designed and begun, but discontinued or scrapped after the Washington Naval Conference of 1922.
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Naval Architecture is a highly discipline and highly demanding engineering profession. A naval architect must master various complicated design formulas for ships and boat that land architects do not face such as stability, resistance and propulsion as well as strength analysis of the ship's hull.
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