The Complete Works of D.W. Taylor

Here I give the complete compendium of works/ papers/books published by D.W. Taylor. This will be of use to Naval Architects and those practising in the field of Naval Architecture

BOOKS

1893
Resistance of Ships and Screw Propulsion. Macmillan. Reprinted 1907.

1910
The Speed and Power of Ships. Two volumes. First Edition. John Wiley & Sons, New York.

1933
The Speed and Power of Ships. One volume. Second Edition. Ransdell Incorporated, Washington, D. C. Printed by United States Shipping Board.

PAPERS

Transactions of the Society of Naval Architects and Marine Engineers— New York

The Wetted Surface of Ships. Vol. 1, 1893.
Methods and Forms for Certain Ship Calculations. Vol. 3, 1895.
The United States Experimental Model Basin. Vol. 8, 1900.
The Theoretical and Practical Methods of Balancing Marine Engines. Vol. 9, 1901. Awarded a prize.
On Ships' Forms Derived by Formulae. Vol. 11, 1903.
Some Recent Experiments at the U. S. Model Basin. Vol. 12, 1904.
Experiments with Ventilating Fans and Pipes. Vol. 13, 1905.
Model Basin Gleanings. Vol. 14, 1906.
An Experimental Investigation of Stream Lines around Ships' Models. Vol. 15, 1907.
The Influence of Midship-section Shape upon the Resistance of Ships. Vol. 16, 1908.
Some Model Experiments on Suction of Vessels. Vol. 17, 1909.
The Effect of Parallel Middle Body upon Resistance. Vol. 17, 1909.
Some Model Basin Investigations of the Influence of Form of Ships upon their Resistance. Vol. 19, 1911.
Relative Resistances of some Models with Block Coefficient Constant and other Coefficients Varied. Vol. 21, 1913.
Some Experiments with Models having Radical Variations of After Sections. Vol. 22, 1914.
Some Experiments on Propeller Position and Propulsive Efficiency. Vol. 30, 1922.
Propeller Design Based upon Model Experiments. Vol. 31, 1923.
Comparison of Model Propeller Experiments in Three Nations. Vol. 32, 1924.

Transactions of the Institution of Naval Architects—London

Ship-Shaped Stream Forms. Vol. 35, 1894. Awarded Gold Medal, 1895.
Solid Stream Forms and the Depth of Water Necessary to Avoid Abnormal Resistance of Ships. Vol. 36, 1895.
Wake Propeller Coefficients. Vol. 67, 1925.

Proceedings of the United States Naval Institute

Architecture Navale (Review). Vol. 16, 1890, No. 55, p. 600.
On a Method for Calculating the Stability of Ships. Vol. 17, 1891, No.58, p. 157-
On Determining the Inclinations of Non-Algebraic Curves from their Ordinates. Vol. 17, 1891, No. 59, p. 533.
Our New Battleships and Armored Cruisers. Vol. 27, 1900, No. 96, p. 593.
On Proposed New Type of Battleship. Vol. 28, 1902, No. 102, p. 272.
Present Status of Protected Cruiser Type. Vol. 30, 1904, No. 109, p. 145.
A Handicap on U. S. Battleships. Vol. 30, 1904, No. Ill, p. 501.
Comment on the Size of Battleships as a Function of their Speed. Vol. 33, 1907, No. 121, p. 133.
New Method for Determining the Final Diameter of a Ship. Vol. 36, 1910, No. 134, p. 501.
Influence of Trim upon Resistance of Ships. Vol. 36, 1910, No. 135, p. 665.
On Hawke-Olympic Collision. (Transcript of Official Judgment.) Vol. 38, 1912, No. 141, p. 283.
On Life Insurance. Vol. 39, 1913, No. 145, p. 349.
On Naval Aviation and a United Air Service. Vol. 47, 1921, No. 218, p. 566.
On the General Board. Vol. 48, 1922, No. 231, p. 792.
Some Reflections upon Commissioned Naval Personnel Problems. Vol. 50, 1924, No. 261, p. 1771.
Book Review: Interaction between Vessels, by R. B. Bodilly. Vol. 51, 1925, No. 266, p. 692.
Book Review: The Theory and Practice of Steering, by G. F. Leechman. Vol. S3, 1927, No. 291, p. 617.

Miscellaneous Papers and Articles

Speed Trials. Journal of American Society of Naval Engineers. Vol. 4,1892, p. 587.
Simple Explanation of Model Basin Methods. Scientific American. Vol. 97, 1907, P- 4i8.
The Science of Naval Architecture. Journal, Franklin Institute. Vol. 184, 1907, pp. 1-13. Awarded the Gold Medal.
Lesson from the Titanic Disaster. Popular Mechanics, 1912.
Maximum Parcel. Scientific American. Vol. 109, 1913, p. 51.
Calculations for Ship's Forms and the Light Thrown by Model Experiments upon Resistance, Propulsion and Rolling of Ships. International Engineering Congress, 1915, San Francisco. (Naval Architecture and Marine Engineering), pp. 1-67.
Calculations for Ships' Forms. Scientific American, Supplement. Vol. 81, 1916, pp. 182-3.
Science of Naval Architecture. Scientific American, Supplement. Vol. 83, 1917. PP- 386-7.
Some Aspects of the Comparison of Model and Full-Scale Tests. Royal Aeronautical Society of Great Britain, 1925.
The Cost of Navy Mutual Aid Insurance. Pamphlet, Navy Mutual Aid Association, U. S. Navy Department, 1914.
Present Status of the Navy Mutual Aid Association. Pamphlet, Navy Mutual Aid Association, U. S. Navy Department, 1927.
Propeller Design Developments. World Engineering Congress in Japan, 1929.
Life Insurance. The Navy Mutual Aid after Fifty Years. Pamphlet, Navy Mutual Aid Association, U. S. Navy Department, 1930.
Variation of Efficiency of Propulsion with Variation of Propeller Diameter and Revolutions. North East Coast Institution of Engineers and Shipbuilders of England. Vol. 47, 1931, p. 317. Awarded the Gold Medal. 153

David W Taylor : The Greatest Naval Architect of All

David W Taylor
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.

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.

Practical Ship Production : By A.W. Carmichael

Practical Ship Production

by Andrew Williams Carmichael

About the Book

This book is a classic of Ship Production. Though dated, first published in 1919, it is still relevant especially when it refers to basic naval architecture. There is a chapter on ‘Shipyards’ which is still relevant even with all the modern trends in Shipbuilding and advances in Naval architecture. It is a must have in every Naval Architect’s Shelf.

Excerpts from the Preface

The purpose of this book is to present in convenient form the most important general principles of ship design and naval architecture, with which every naval architect should be familiar, and to describe the various processes in connection with the building of ships. Its nature is intended to be practical rather than theoretical, it being assumed that the principal problem with which the reader is concerned is the quick production of seagoing vessels from plans already in existence rather than the preparation of new plans. The recent unprecedented increase in shipbuilding in the United States has resulted in a corresponding demand for workmen, draftsmen, and naval architects. It has therefore become necessary for many engineers and technical men, who have never before been confronted with shipbuilding problems, to transfer their activities from the fields of the various other engineering professions to those of the marine engineer and naval architect. These men are familiar with mechanical processes and have the necessary groundwork in theoretical and applied mathematics to fit them for duties in connection with the production of ships, but lack familiarity with those matters that are peculiar to shipbuilding. It is hoped that this book may aid in furnishing, in compact form, some of the more essential parts of this information. It should also be of value to workmen in shipyards who have only such knowledge of the shipbuilding industry as they have gained from practical experience, and who desire to fit themselves for higher positions. It is manifestly impossible to include in a single volume even a most cursory treatment of all the subjects that are involved in the profession of naval architecture. Since, however, matters of construction are to be considered more fully than matters of design, it has been possible to include enough matter to give a fairly complete general description of the various processes in the production of a modern steel vessel. A certain amount of space has been devoted to matters of a theoretical nature, but only in so far as it has been believed that these would be necessary for a proper understanding of the methods of construction. Certain diagrams, sketches and illustrations have been inserted where they were considered necessary for a proper understanding of the subject under discussion. Some of the sketches are not accurately proportioned, having been roughly drawn merely for the purpose of showing the principles involved. They should in no sense be considered as working drawings. The subject matter presented is not new for a practicing naval architect, but has been gleaned from many different sources. This book is in the nature of an introduction to a subject upon which many books have been written and of which a complete knowledge can be gained only by reference to these books, and by extended experience.

Here is the free naval architecture book download link:

http://ia311320.us.archive.org/1/items/practicalshippr00carmgoog/practicalshippr00carmgoog.pdf

Book Review- Larrie D. Ferreiro. Ships and Science: The Birth of Naval Architecture in the Scientific Revolution, 1600-1800.

Larrie D. Ferreiro. Ships and Science: The Birth of Naval Architecture in the Scientific Revolution, 1600-1800.

Ferreiro, Larrie D. Ships and Science: The Birth of Naval Architecture in the Scientific Revolution, 1600-1800. Cambridge, Mass.: MIT Press, 2007. 432pp. $45

This is the first in a planned two-volume history of the application of scientific theory to ship design. Larrie Ferreiro is well qualified to take this on, having both trained and worked as a naval architect and having earned a PhD in the history of science and technology.

The sailing ship was arguably the most complex mechanical system in common use prior to the Industrial Revolution. Thus a natural development of the scientific revolution of the seventeenth and eighteenth centuries was, for emerging "scientists," to try to explain the behavior of the ship at sea. The initial goals were to understand how it was that ships floated and were propelled through the water, with the ultimate objective of applying scientific principles to optimize the design of ships before they were actually built. Ferreiro traces the pursuit of this emerging ship science through the work of key individuals, most notably Pierre Bouguer, the "father of naval architecture." The book also takes a topical approach, focusing on efforts to develop the major concepts of ship design, including the proper configuration and placement of masts and sails, hull resistance in water, hull displacement, buoyancy, the center of gravity, and the metacenter. Running through this history is the evolving process of naval architecture through the end of the eighteenth century, including the development and standardization of terminology, ship models and plans, and experimental techniques.

This is ultimately a story of failure, a succession of scientific dead ends on the road to eventual enlightenment. Most of the baseline theoretical work of this period was later determined to be incorrect due to a variety of limitations inherent in early science, including inadequate mathematics, limited experimentation techniques, a lack of reliable means to spread ideas, and not least of all, dogged adherence to Aristotelian physics. It is nevertheless an instructive account of how early theorists came to understand the phenomena they were trying to explain.

Beyond the basic science, this is also an interesting story of the process of innovation within an established bureaucracy. Up until the nineteenth century there was virtually no demand for the application of scientific principles to ship design among those actually building or operating ships. Science was seen both as unnecessary and undesired by ship constructors, whose designs had proven quite adequate and whose livelihoods depended upon safeguarding their specialized and unwritten knowledge. Ferreiro's thesis is that the primary impetus for developing and applying standardized scientific techniques to ship construction was an effort by administrators outside shipbuilding to impose increasing control over warship design and production. Although little actual change was evident by the end of the eighteenth century, Ferreiro reveals the elements of the eventual shift in bureaucratic control over ship design from individual craftsmen (ship carpenters) to members of an entirely new profession (naval architects).

This book well serves its primary purpose as a general history of the beginnings of naval architecture. It is also valuable as a broader history of technological innovation, offering insight into the relationship between science and technology and the social impact of technological change. I look forward to the second volume (post-1800) of the series.

The Links to the book in the Web have been deleted as they violated Copyright laws.

The Job of a Naval Architect

Job description

A naval architect is a professional engineer who is responsible for the design, construction and repair of ships, boats, other marine vessels and offshore structures, both civil and military.

Modern engineering on this scale is a team activity conducted by professional engineers in their respective fields and disciplines. However, it is the naval architect who integrates their activities and takes ultimate responsibility for the overall project. They must also ensure that a safe, economic and seaworthy design is produced.

Naval architects must have an understanding of many branches of engineering and must be at the forefront of high technology areas such as computer aided design.

Typical work activities

Depending on the type of qualifications held and personal interests, naval architects may become specialists in one field or develop broad experience in several. Eventually they may find themselves in senior executive positions using their knowledge and experience of general management as well as their professional skills in engineering and project leadership.

Naval architects have a wide range of employment opportunities, both in the UK and worldwide. They are involved in a wide variety of work so it is difficult to categorise it comprehensively. However, the main areas are as follows:

• Design. Naval architects must have an understanding of the many aspects of ship design - function, appearance and, especially important at sea, safety. Activities include using complex mathematical and physical models to ensure that the ship's design is satisfactory technically and that it meets the safety rules and standards.
• Construction. A naval architect specialising in construction usually holds a management post, taking responsibility for the management of the whole shipyard or for sections of it such as planning, production or the complex operation of fitting out.
• Consultancy. Typical activities include providing clients with engineering solutions, technical and commercial guidance, support and project management for concept design studies, new vessel constructions, refits and conversions.
• Research and development. Naval architects are involved in undertaking maritime research in universities and industry.
• Regulation, surveying and overseeing. Naval architects employed by classification societies as ship surveyors are engaged worldwide in evaluating the safety of ships and marine structures using the societies' rules and those of intergovernmental organisations such as the International Maritime Organisation. Typical activities include the approving of aspects of design such as strength, stability, and lifesaving.
• Marketing and sales. Activities include giving professional advice and technical support to customers of the maritime industry.
• Operations. Many shipping companies have technical departments in which naval architects are responsible for the many phases of ship and equipment procurement and for solving problems affecting the economics of maritime operations.
• Education and training. There are also opportunities for naval architects with good qualifications to work in universities and colleges as professors and lecturers.

Naval Architecture Cadre in Indian Navy

The Indian Navy offers job opportunities to outstanding Engineers for recruitment in Technical Branches (Naval Architecture Cadre) in its Engineering Branches.

Eligibility conditions: Unmarried male & female Indian citizens, aged between 19l/2 to 25 years.

Educational qualifications: BE/ B.Tech. degree from, a recognized university (or equivalent) with minimum 60% marks in aggregate. Calculation for aggregate percentage should be based on total marks obtained in all the semesters (including I 85 II semester) divided by total number of semesters in any of the following disciplines: (a) Navy Architecture (b) Mechanical © Civil (d) Metallurgy (e) Aeronautical.

Physical Standards: Minimum height - 157 cms for men and 152 cms for women with correlated weight. Eye Sight: 6/60, 6/60 correctable to 6/6, 6/12 with glasses. Colour/night blindness is a disqualification.

Selection Procedure: (a) Short-listed candidates are likely to be detailed for Service Selection Board (SSB) interviews at Bangalore, Bhopal or Coimbatore followed by a medical examination,

(b) The duration of SSB interview is 5 days. During their stay at the SSB, candidates are assessed in Psychological Tests, Individual Tasks, Group Tasks, Group Discussions and Interview. On the first day of the interview, candidates undergo an Intelligence Test and only
those who qualify this screening test, participate in subsequent tests.

Training: Successful candidates are enrolled as officers in the rank of Sub Lieutenant and undergo Naval Orientation Course at the Naval Academy, Goa, followed by professional training in other Naval Training Establishments/Ships. Full pay and allowances are admissible to officers whilst under training. They would be in probation for a period of two years, during which they are liable to be discharged. Only unmarried candidates are eligible for training.

Pay & Perks: On entry, total emoluments of about Rs. 13,000/- pm in the rank of Sub Lieutenant. Officers are entitled to 60 days annual leave and 20 days casual leave besides Leave Travel Concession, free medical services for self and family including dependent parents, Group Insurance of Rs. 7 lakhs, canteen facilities and other concession.

Short Service Commission is granted for a term of 10 years, extendable to 14 years, subject to service requirement and performance /willingness of the candidate. On completion of tenure of SSC, officers are released with gratuity as admissible under the rules.

How to Apply: Application Forms in accordance with the prescribed format and complete in all respect should reach Post Box No. 4, RK Puram (Main) New Delhi 110066 on or before the date as notified. Last Date: November.

NAVAL ARCHITECT AS ENTREPRENEUR

These days a lot of Naval Architects are leaving well paying jobs to start their own entrepreneurial ventures. In this article, I will be exploring the minimal requirements required by a Naval Architect to start his own entrepreneurial venture.

Different Avenues for a Naval Architect as an Entrepreneur
i). Start their own Shipyard/ Ship Repair Yard
ii). Start your Design firm
iii). Start a Naval Architectural Consultancy

Starting one’s own shipyard / repair yard will be beyond the means of a majority of wannabe entrepreneurs because of the large amount of capital involved. I will not discuss this topic, any further.

Start your own Design Firm

A Naval Architect, by profession is a designer. Design is his bread and butter and hence setting up a design firm will not be all that difficult for a wannabe entrepreneur. Let us see one by one, the minimal requirements for setting up a firm. I will not go into the business plans and cash flows required to set up a design firm as there are lot of books / articles in the net covering the same.

i). Knowledge Base: A thorough knowledge in the inside-out of Naval Architecture touching all aspects of Naval Architecture. These include (but might not cover everything) Lines Plan, Hydrostatics, Stability, Initial Weight & Volume design, weight estimation , volume estimation, Resistance, Propulsion, Ship Structure , Sea keeping and Maneuvering. This knowledge base can be you yourself, and if you feel that you want to augment your intellectual base, then you can hire naval architects to work for you. If you are a One Man Army, then your costs for maintaining the Knowledge base will be restricted to the books and journals you subscribe to, to keep yourself updated. If you are employing Naval Architects, then you have to factor in their costs too. However if you are stating out as an Entrepreneur, then I am confident that your knowledge base will be sufficient to set you up, in the initial stages. Later on, once your business picks up, you can augment your manpower.

ii). Office for Hiring: You should have an office space to set up your Naval Architectural Firm. The Office is to have 1-2 rooms, covering a floor area of approximately 1000-1200 sqft. The costs will depend on the area where you have chosen to hire your office.

iii). Softwares; In the initial days ,all the Naval Architectural calculations were done manually or at the most, by using Slide Rules and Logarithmic tables. However, with the advent of computers, things have changed. Nowadays sophisticated softwares are there to cater to each and every aspect of Naval Architectural calculations. These softwares start with the concept design and evolve on to full design at the workshop level stage. However these proprietary softwares are very costly as they are not mass produced to cater to millions of users. A single license can cost up to a million dollars. This will make it out of reach for most of the budding Naval Architects. However, if one does have the resources, then go for it. Some of the proprietary softwares used in the Ship Design field are TRIBON, AUTOKON & SHIPCONSTRUCTOR.
However these days, with the advent of Open Source Software and freeware, one can get almost all the functionalities of proprietary softwares in these OSS and free softwares, though may be not, all in one.
For drafting of lines plan, one can go for AUTOCAD. A single license, costs anywhere between 1000-1500 US$. However, these days there are excellent freeware drafting softwares, which one can use. I recommend FREESHIP, an excellent software with all the drafting and graphic functionalities of a Proprietary software.
For Hydrostatic calculations and detailed stability calculations, one can go for MS EXCEL or Open Office spreadsheet. With the help of these spreadsheets one can do the calculations for Hydrostatics, Stability, Resistance (Based on various empirical formulae) and even propulsion calculations.
I will talk about other free open source softwares in another article. Let me summarize the gist of my argument here.
The softwares to set up a Ship Design Consultancy Firm are now freely available as Open Source Software. If at all, some calculations have to be carried out, which are not catered for, by these softwares, one can always go for Spreadsheet applications using Open Office or other similar Open Source products.

iv). Other Overheads: Includes office furniture, stationary, etc.

Starting your own Consultancy Firm

A Naval Architect is a jack of all trades. His field encompasses a host of other fields like Mechanical Engineering, Architecture, Interior Designing, Chemical Engineering, Corrosion, Welding Technology, Software writing skills, Project Management, Hydrodynamics, Ocean & Offshore Structures, to name only a few.
He can offer consultancy in a wide range of subjects.

i). Initial Concept design which includes Sizing, Hydrostatics & Stability, Resistance & Propulsion, Initial estimates of weight.

ii). Propeller-Engine Matching

iii). Boat/Ferry design

iv). Propeller Design

v). Structural Calculations/ Buckling Calcualtions

vi). Computational Fluid Dynamics

vii). Finite Element Analysis

viii). Offshore structures
ix). Submarine cables and piping design

x). Resistance calculations

xi). Maneuvering calculations

xii). Seakeeping Calculations

xiii). Welding & Corrosion related consultancy

xiv). Many others which cannot be detailed down

WHAT DOES IT TAKE TO BE A NAVAL ARCHITECT

Naval Architect as a profession

Naval Architecture is an art and a science apart from being an Engineering discipline. Naval Architecture encompasses a whole gamut of engineering disciplines and covers Mechanical Engineering, Marine Engineering, Structural Engineering, Hydrodynamics, to name only a few.
The building of a ship especially a Warship is the most complex engineering feat ever to be undertaken by man. And the man behind the machine, the Naval Architect, is the man responsible for the final and successful launch of the ship. Hence his mental faculties and physical stamina should be more than a match for the task he is entrusted with.

Skills required of a good Naval Architect

i). Good at conceptualization. Should have a creative bent of mind.
ii). Good analytical skills
iii) Good at systems thinking. Should be able to look beyond the specifics at the whole picture. Should be good at integrating the various systems.
iv). Project management skills of a high order. After all you are building the most complex engineering feat to be undertaken by man. System integration of the hull, electrical and engineering equipments requires a high order of project management skills.

Qualifications for a Naval Architect

i) Graduation in the field of Naval Architecture/ Civil Engineering / Mechanical Engineering / Ocean Engineering.

ii). A one year apprenticeship with a Shipbuilding firm/ Ship design firm

iii). Higher qualifications depending on the specialized skills.

Where all can a Naval Architect be employed

i) In shipyards / shipbuilding firms
ii) In Naval dockyards
iii) Ship Design Bureaus
iv) Navies of respective countries
v) Naval Architecture Consultancy firms
vi) Offshore Structures
vii) Oceanographic Institutions

How much does it pay to be a Naval Architect

This seems to be the most important question put forward by wannabe Naval Architects. “How much will I get being a Naval Architect?” is the most common query that I frequently encounter. The answer varies from around US $5000 to anywhere between a million dollars for the top management executives. Most of the salary data is confidential and companies rarely delve these information to the general public. However being in the Industry for the past fifteen years I can make a reasonable guess:
Supervisory Level: US $ 36000 Per Annum
Lower Management Level: US $ 50000 Per Annum
Middle Management Level: US $ 1,00,000-5,00,000 Per Annum
Top Management Level : Anywhere upwards of One Million dollars Per Annum.

If one is working in the Offshore field expect a salary 2-5 times the quoted salary above.

Can a Naval Architect work onboard a Ship as a Marine Engineer

Definitely yes. All he has to do is to enroll as a trainee marine engineer apprentice in any of the Shipyards /Institutions for a duration of 18 months( usually varies from 12-18 months) and after the apprenticeship he will be ready to carry out his assignments as a Engineering Officer.

Naval Architect in Shipbuilding Industry

Naval Architects are employed in shipyards as production managers to oversee the construction of new ships. He will be either involved with the Design Bureau or in the production floor. In the Design Bureau , he will be undertaking the detailed workshop/production level drawings of ships after the concept design has been carried., He will be involved with structural calculations using the latest sophisticated structural software like Ansys, NISA, Pro-Engineer, etc. He might also be involved with system integration of the various ship systems. Detailed level drawings for use in the production floor will be carried out by him using latest Ship design Packages like TRIBON or General Engineering Packages like CATIA. Being a complex undertaking, there will be a lot of overlap between systems and he might have to resolve the conflicts arising from the conflicting requirements of different ship systems.
As a Production level Engineer/Manager, he will be in the process of the actual building of the Ship. Usually the Naval Architect is involved with Hull Fabrication and Outfitting aspects of Shipbuilding.

Naval Architects in Ship Repair Yards

Naval Architects are employed in Ship repair yards in the Fabrication, Dry docking and Outfitting Centers. He should be a good man manager and should have excellent project management skills. Though detailed technical knowledge is not called for, he should have a good understanding of the follwing aspects:
i). Materials used for marine applications
ii) Composites like GRP
iii). Wood Technology
iv). Welding Technology
v). Corrosion Science

Here the adage “Jack of all trades, Master of none” is well suited.

He might have to work under very daunting time schedules and keep up with the deadlines for meeting the target requirements.