Naval Architecture and Marine Engineering

College of Engineering

The University of Michigan: An Encyclopedic Survey was first published beginning in 1942. For its 2017 Bicentennial, the University undertook the most significant updating of the Encyclopedia since the original, focusing on academic units. Entries from all versions are compiled in the Bicentennial digital and print-on-demand edition. Contents

1. Naval Architecture and Marine Engineering (1942) 1 Louis A. Baier

2. Naval Architecture and Marine Engineering (1975) 15 J. C. Mathes

3. Naval Architecture and Marine Engineering (2015) 16

[1]

Louis A. Baier

THE history of instruction in ship design at the University of Michigan is closely associated with the growth and development of the College of Engineering. When Mortimer Cooley, assistant engineer in the United States Navy, was detailed to the University as Professor of Steam Engineering and Iron Shipbuilding in 1881, twenty-five students were enrolled in civil engineering; in the following year more than sixty were enrolled. Courses in naval architecture were established and taught during alternate semesters by Cooley and were first listed in the Calendar for 1881-82 as follows:

Naval Architecture. — The instruction in this branch comprises a course of lectures on the nature of the resistance of ships, the computation of augmented surface, probable resistance, the power necessary to secure a given speed, buoyancy, stability, wave motion, steadiness, determination of centre of gravity and metacentre, causes of rolling, causes of stability, and similar topics.

The textbooks used at that time were Thearle’s Theoretical Naval Architecture and Seaton’s Marine Engineering.The growing importance of instruction in marine design from 1883 to 1893 — at which time three courses, Naval Architecture, Marine 2 Naval Architecture and Marine Engineering

Engines, and Ship Building, were given — resulted from the increased enrollment in engineering, a demand for technically trained designers in the marine field, in which the trend was toward larger and faster ships, and a realization of the coming expansion of shipping on the Great Lakes. Michigan has a shoreline of 2,213 miles on the lakes and connecting rivers, and a tremendous amount of water-borne commerce annually passes through her waters. In 1952 tonnage on the Detroit River was five times the normal foreign tonnage of New York Harbor and greater than the combined tonnage of Hamburg, Liverpool, and London. At the February, 1898, meeting of the Regents President Angell presented a communication from Cooley, asking the Board to consider the advisability of establishing instruction in marine engineering and naval architecture. In June, 1899, the Finance Committee was requested to provide in the budget $2,000 for the establishment of a course in marine engineering. Cooley immediately began searching for a capable naval architect to take charge of this work, and in 1900 Herbert Charles Sadler (Glasgow ’93, D.Sc. hon. ibid. ’02, LL.D. ibid. ’27) came to Ann Arbor from the University of Glasgow, Scotland, as Junior Professor of Naval Architecture and Marine Engineering. The following item appeared that year in the Michigan Technic:

It is gratifying to know that the Mechanical Laboratory is to be considerably enlarged the coming summer, and among the apparatus which is to be placed in it is a compound marine engine, now being designed by some of the students, to be used in some of the courses in the recently established Department of Marine Engineering. The offer to become Junior Professor of Naval Architecture has been accepted by Mr. H. C. Sadler, of Glasgow, Scotland.

A communication from the engineering faculty dated October 8, 1901, outlined the course of study for the Department of Marine Engineering and recommended that a degree be granted in this field. The first graduate was Ernest Charles Stroebe in 1902. The degree program was described in the Announcement of the Department of Engineering for 1902-3, and in the University Calendar for 1903-4 appears a description of the Naval Tank, built in the north wing of the new Naval Architecture and Marine Engineering (1942) 3

Engineering Building (now the West Engineering Building). In 1916-17 the program was listed as Naval Architecture and Marine Engineering. Early in the history of the department certain ideas were introduced which differed from those of similar programs in this country and abroad. The underlying principle that, in order to fit himself for the profession of shipbuilding, a student should have a thorough grounding in mechanical engineering was established, and the course consisted, therefore, of preliminary training in such scientific subjects as mathematics, physics, and chemistry, followed by the general courses required of all engineering students. In the third year mechanical and some civil and electrical engineering instruction was given, while the purely naval architecture and marine engineering work was confined largely to the fourth year. English, foreign languages, and other nontechnical subjects were also included in the preliminary work. In 1913, following the procedure adopted by other departments, two options were established in the department: (A) naval architecture and (B) marine engineering. In actual practice the tendency was to differentiate between these branches of the profession; hence the opportunity was given the student to fit himself for whichever field he preferred. Minute specialization was avoided, however, and training in each branch was given to all. The growing interest in aeronautics led to the introduction of courses in this subject in 1915. Owing to the close connection in many of the fundamental principles of this science with that of naval architecture and marine engineering, the new branch was attached to the latter department, and in 1916 a third option, (C) aeronautical engineering, was established. The budget for the work in aeronautics was included in that of the Department of Naval Architecture and Marine Engineering until the year 1930, when aeronautics was established as a separate department. In 1925-26 option (D) water transportation, was added. This appears as option D in the Announcement for that year and as option C subsequently. This group of studies permitted a student to acquire additional training in economics and 4 Naval Architecture and Marine Engineering

accounting and eliminated some of the specialized work in naval architecture and marine engineering. For a degree in 1940 the minimum requirements for eight semesters were:

Hours

Preparatory courses 66

Secondary and technical courses 49

Elective courses 25

Total 140

In 1952 the departmental curriculum included five groups of professional studies. Option A was offered for students of naval architecture and option B for those specializing in marine engineering. The work included introductory courses and the essentials of form calculations, structural design and strength analysis; ship design, stability, rolling, steering, and preliminary design, contracts, specifications, yard production methods, and estimating; marine machinery, boilers, and auxiliaries; and resistance, power, propellers, model testing in the naval tank, and navigation. In conjunction with the Horace H. Rackham School of Graduate Studies, in 1940 the Department of Naval Architecture and Marine Engineering offered advanced work leading to the degrees of master of science, master of science in engineering, and doctor of science. The enrollment for the advanced degree as a rule is made up largely of graduates from foreign institutions and other American universities. Many students from abroad come to study under sponsorship of their governments. Turkey, Argentina, Chile, Canada, Puerto Rico, China, Norway, India, Brazil, Japan, and other nations have been represented. Undergraduate enrollment has shown an annual increase, having risen from sixteen in 1927 to eighty-four in 1952. The placement of graduates in industry has been facilitated through close contact maintained by the staff with leading shipyards, designers, and steamship companies. The success and advancement attained in the profession by former students is an indication of the sound fundamental training received Naval Architecture and Marine Engineering (1942) 5 at the University. Past graduates have held high ranks in the United States Coast Guard, and in times of national emergency the department has been unable to supply the demand by the Navy and other services for trained men in ship design and construction. The Department of Naval Architecture and Marine Engineering has been fortunate in its staff. Dean Cooley’s interest as well as his encouragement and advice contributed much to the development of the work. Sadler continued as head of the department until 1928, when he became Dean of the College. He died in 1948. His career as a teacher and his contributions in the field of research are noteworthy. He wrote for various professional societies and during World War I acted as naval architect for the United States Shipping Board. His services as consultant on problems of power and stability were in constant demand, and in association with Frank Kirby he helped design many vessels for the Great Lakes. Herbert Sadler, of Michigan, George Baker, of England, and Admiral David Watson Taylor, U.S.N., were the men who developed the scientific principles of ship form and resistance, originally outlined in the latter part of the nineteenth century by William Froude, the marine engineering pioneer. In 1903 Edward Milton Bragg (Massachusetts Institute of Technology ’96) was appointed Instructor in the department. Although at first he devoted some of his time to mechanical engineering, his main interest was in naval architecture and marine engineering. In 1915 he was appointed to a professorship and in 1928 he became chairman of the department. A distinguished scholar and teacher, Bragg achieved an international reputation through his research work and publications. He was concerned more with theory and fundamentals than with commercial applications, and his lectures reflected his clear understanding of his subject. His major interest was in propellers and paddle wheels, but he also contributed much to the present theory of hull form and resistance. During World War I Sadler was called into government service, and in 1918 Anders Fredrik Lindblad (Chalmers Institute of Technology [Sweden] ’13, Sc.D. Michigan ’23) was appointed 6 Naval Architecture and Marine Engineering

Assistant Professor. Lindblad had been connected with the American Shipbuilding Company of Cleveland, and he maintained an interest in Great Lakes shipping throughout his academic career. He was made Associate Professor in 1928, but in 1933 he resigned to take the chair of naval architecture at his alma mater, the Chalmers Institute in Gothenburg, Sweden. In 1928 Henry Carter Adams II (’13, M.S. ’15) was added to the staff as Assistant Professor. Previously, his experience had included employment with Gibbs and Cox, Naval Architects, and work as technical adviser to the Load Line Commission. His field of specialization has centered in damaged stability and in structural design and strength. He became Professor in 1953. Upon Anders Lindblad’s resignation, Louis Arthur Baier (’14e, Nav. Arch. ’33) was appointed Assistant Professor. He brought to the department an extensive experience in commercial ship design, and his professional contacts have assisted in the placement of graduates and in keeping the department aware of modern practice. Because of his special interest in the field of resistance and powering, he was placed in charge of the Naval Tank. He became Professor in 1943. The construction of models for use in the Naval Tank requires mechanical skill and the ability to read ship drawings. The first few models were made by Sadler with the help of student assistants. In 1907, Hermann Graf was appointed Model Maker and continued in that position until his death in 1927. A mechanic of the highest order, he was responsible for the construction of various instruments, and he made many improvements in the tank facilities. Arthur A. Limpert, of the Buildings and Grounds Department, succeeded Graf. An excellent mechanic in wood and metal, his rich experience in boat-building, pattern-making, and allied fields had prepared him well for the variety of work arising in a model-testing tank. Until he died in 1945 “Art” Limpert was one of the first staff members visited by alumni on their return to the campus. Douglas Van Aken held the position of Model Maker from 1946 to 1950 and was succeeded by Phillip A. Schnell. The unique feature of the department’s physical equipment is the Naval Tank, or experimental model basin. On the ground floor of the West Engineering Building and running north and Naval Architecture and Marine Engineering (1942) 7 south for a length of 360 feet, the Naval Tank is a popular point of interest to visitors, especially to the children of Ann Arbor. In addition to the usual classrooms, the department has its own draftingroom, equipped with necessary instruments such as integrators, calculating machines, battens, and “ducks.” Half models and photographs, donated by shipyards and steamship companies, help the student to recognize various types of ships. In addition, complete plans and specifications in hull and machinery are on file for reference by students who are developing their own designs. Well-equipped shops are provided for the construction and preparation of models and appendages to be tested in the tank. The three principal functions of the laboratory are demonstration of hydraulic phenomena and principles to supplement classroom theory, pure research work, and testing designs for governmental services, shipyards, steamship operators, and consulting engineers. The Tank and its functions are described more in detail later in this account. Members of the staff have always been active as consultants in design, powering, propellers, stability, Admiralty Court cases, and in other phases of ship construction and operation. Particular interest has been maintained in Great Lakes freight and passenger shipping. Publications by the faculty have been limited by the nature of much of the work carried out in connection with the Naval Tank. Although important papers have been delivered before the national professional societies, much of the research and testing done for governmental or private interests is of a restricted nature and, in wartime, confidential. Reports of projects on which staff members have acted as consultants seldom are available or even suitable for general publication, although the experience and the results have been of great value to the department. These contacts with the profession, however, have proved to be another means by which students are placed in responsible positions upon graduation. By 1940 Sadler, Bragg, Lindblad, Baier, and Adams had contributed numerous papers. Since then Bragg has published “The Quasi-Wake Factor” and “The Quasi-Propulsive Coefficient”; Baier has published “The Resistance of Barges and 8 Naval Architecture and Marine Engineering

Flotillas,” “Diesel Engines on the Great Lakes and Inland Waterways,” and “The Great Lakes Bulk Cargo Carrier: Design and Power”; Baier and A. D. Maxwell, The Navigator’s Handbook; Baier and Jesse Ormondroyd, “Fantail Vibration in High Powered Single Screw Vessels”; and H. C. Adams with C. M. Adams, “Vessel Unloading with Air-activator Conveyers.” During 1942 and in the years which followed, the department assisted in the war effort. Various experiments were carried out, and designs of floating dry docks and amphibious tanks were refined. Baier served as consultant to the Chief of Transportation of the War Department and to the Bureau of Yards and Docks. Bragg retired in 1944, and Baier was appointed chairman of the department. Assistant Professor Charles Willett Spooner, Jr. (M.E. Cornell ’34, M.S. Michigan ’35) was borrowed from the Department of Mechanical Engineering to take over instruction in marine engineering. He was promoted to Associate Professor of Mechanical and Marine Engineering in 1949. A training course program was given during the war by the department in Cincinnati, Ohio, for the engineering staff of the Army Transportation Corps. In June, 1943, the Navy Department transferred the Reserve Officers Naval Architecture Group from Annapolis to the University of Michigan for training under the direction of the staff of the department. Assistant Professor Glenn H. Easton (U. S. Naval Academy ’15, M.S. Massachusetts Institute of Technology ’21) was a member of the department from 1944 to 1946, when the Reserve Officers Naval Architecture Group training program for the Navy Department was completed, providing some 227 officers for Construction Corps duty. In 1948 Harry Bell Benford (’40e [Nav. Arch. and Mar. Eng.]) was appointed Assistant Professor of Naval Architecture and Marine Engineering, coming to the department from the Newport News Shipbuilding and Dry Dock Company. He had had a valuable background in all the practical phases of shipbuilding. During the past decade the curriculums have been strengthened and emphasis has been placed on design details and fundamental heat balance. Graduate work attracts an Naval Architecture and Marine Engineering (1942) 9 increasing number of foreign students. The department serves state and federal government agencies in various consulting and research capacities. Improvements in propeller design, stern flow, and vibration control have contributed to increased tonnage movement on the Great Lakes. The modern 7,000 shaft horsepower ore and stone carriers, currently under construction for the Great Lakes, were developed by Baier, who also acted as consultant to the state of Michigan in the design and construction of “Vacationland,” the ferry recently completed for service at the Straits of Mackinac.

The Experimental Naval Tank

When it was proposed to build the West Engineering Building Dean Cooley incorporated into the plans provision for a naval testing tank. His justification for this was that the United States Navy Tank at Washington was occupied with naval work and hence was unavailable for merchant ship experimental research. Moreover, the development of shipping on the Great Lakes afforded an opportunity for direct contributions by the University to ship design. A subflume in the bottom of the tank was to be connected to the Hydraulic Laboratory, providing ample water supply for the testing of pumps and water wheels, and lastly the tank-room galleries were to be utilized for research in the transmission of compressed air through long pipelines. During construction of the West Engineering Building, which was completed in 1904, the Naval Tank was extended 100 feet outside the main building to a length of 300 feet. In a few years, however, an addition to the building permitted construction of an additional sixty feet, which at the time was not flooded and put to use because of prior demands for floor space. This tank area was decked over with temporary planking, thus providing two rooms for the use of the Department of Electrical Engineering. The bottom of the Naval Tank, which is semielliptical in cross section, is twenty-two feet wide and nine and a half feet deep, with a wetted area of about 185 square feet. A three- by four-foot flume xtendse the length of the Tank below the normal bottom. 10 Naval Architecture and Marine Engineering

All apparatus was designed by Dean Sadler and, with the exception of the towing car, was built in the University Shops. The car was furnished by the Russell Wheel and Foundry Company, of Detroit, in 1904, and its towing speed limit is about 480 feet per minute in low gear and 840 feet per minute in high gear. Until 1936 practically all models were made of paraffin and were cast roughly to form in a clay bed. The waterlines were then cut on a pantograph-controlled twin rotary cutter machine, the final form being hand finished. The advantages of this technique were economy, ease of making alterations, the possibility of using the same material repeatedly, and the fact that the parent set of lines could be employed to produce a family of models for research purposes. The disadvantages were sagging or hogging, owing to high temperatures, and alteration in frictional resistance, due to weathering of the wax surface. As the Tank work gradually changed to projects having single models, it was decided in 1936 to standardize by using wood models. These are glued together from seven-eighths-inch white pine lifts cut to shape on the band saw and finished yb hand to transverse templates. Improvements in technique and apparatus have been made as required, but when funds are available a more modern dynamometer and car will be installed. The University of Michigan Tank has been in great demand in the development of barges and towboats to operate on the Mississippi and Ohio rivers because of its 140-foot false bottom, which can be adjusted in depth to simulate shoal water conditions. The Tank has been used in a study of the correction of yaw, a condition prevalent in barge towing, and much attention has been given to the improvement in speed and fuel economy of existing lake bulk carriers. This work has been under the direction of Baier. Sensing the need for closer co-operation and standardization of technique among the various tanks, Baier organized in 1938 the American Towing Tank Conference (ATTC). The first meeting was held at the Stevens Institute of Technology, Hoboken, in April, 1938. Although open-water research has been carried out on propellers and paddle wheels, self-propelled model tests have Naval Architecture and Marine Engineering (1942) 11 never been undertaken by the University. It is believed that this type of work should be restricted to models of at least twenty feet in length in order to avoid scale effect, and these sizes are beyond the present Tank’s capacity. Among the research problems undertaken have been the following. Series 1050 was tested in 1921 for the Fairbanks- Morse Company to find the best forms for fireboats. A fireboat is usually made as short as possible to enable it to maneuver readily in docks, and usually it has a high speed relative to its length. The forms were designed by Alfred J. C. Robertson, and the series consisted of four models all cut from the same waterlines. This series was unique in having the vertical spacing changed. The results obtained were very satisfactory throughout the speed-length ratio for which they were designed. The first tests in the 1130 series were undertaken at the request of the United States Shipping Board in 1919. Nine preliminary forms were tested, and form 1130 was selected. Nineteen models were made from a set of parent lines and tested with varying percentages of entrance and run. This series was planned by Robertson. At the University of Michigan four more models with a 50 per cent run were tested in order to complete the series. This was as far as it was originally intended to go with tests on this model, but the question arose concerning the effect of section shape upon resistance, and it seemed best to use model 1130 for such experiments. A medium shape was used on the twenty- three models previously tested, and variations were made in both directions. The tests seemed to indicate that a 27 per cent entrance and a 40½ per cent run were about the best proportions for general purposes. All the tests had been made for a 425 by 56 foot ship. The next logical variation seemed to be in the beam. Kent’s paper in 1919 on the “Effect of Variation in Beam” had covered a wide range, there being 13-foot intervals between the beams of the successive ships tried. It seemed advisable to cover a more limited range and to have about 4-foot intervals. Thirty models were used to cover this ground, and each model was tested at four different drafts. The experiments upon shape of 12 Naval Architecture and Marine Engineering

section having shown that for this type of model best results were obtained with V-shaped forward sections and bulbous- shaped stern sections, these thirty models were tested with V- shaped sections forward and bulbous-shaped sections aft. Thirty-six models were used to investigate the effect of rise of floor; eighteen models were tested with an entrance of 33.93 per cent and eighteen with an entrance of 40.7 per cent. In the 2030 series, during the summer of 1920 the Emergency Fleet Corporation authorized the test of eighteen models of fairly fine form, varying from a prismatic coefficient of .53 to a prismatic coefficient of .76, with parallel middle body varying from o per cent to 35 per cent. Series 2057 was tested in 1929 for the United States Shipping Board. The forms were designed under Admiral Taylor’s direction and were for a form of about .66 block coefficient. The parent lines were very close to Baker’s 56-C, although the models were made with some rise of floor. The models represented 400-foot ships, but with breadth and draft varying to give ship forms ranging from L — 400′, beam — 30.94′, draft — 13.75′, to L — 400′, beam — 76.5′, draft — 27.82′. Fifteen different models were necessary. The requirements of the Shipping Board would have been met if each of these fifteen models had been tested at one draft only, but it seemed desirable to test the models at a draft of .8 and also at 1.2 of that called for by the Shipping Board. The results were reported by James Lee Ackerson in the Transactions of the Society of Naval Architects and Marine Engineers for 1930 under the title “Test Results of a Series of Fifteen odels.M ” In 1935-36 a series of seventeen barge forms was tested for the Dravo Corporation of Pittsburgh, Pennsylvania. The tests consisted of fitting ends of different shapes to a middle body and of testing the models at three different drafts in shallow water corresponding to twelve feet for the full-sized barge. As a result of these tests a final form was obtained which could be driven with 30 to 33 per cent less power. Three similar models were tested in the Tank, and the data were worked over assiduously, but no frictional coefficient could be obtained. The data obtained in testing these models were published in 1932 as a part of the discussion in Commander Naval Architecture and Marine Engineering (1942) 13

Saunders’ paper “Tests of Geometrically-Similar Ship Models,” Transactions of the Society of Naval Architects and Marine Engineers. From 1915 to 1921 about fifteen different submarine forms were tested for the Electric Boat Company of Bridgeport, Connecticut. In October, 1929, two models of Crane’s design of the cup defender, “Weetamoe” were tested in the Naval Tank. These models were run upright and also in two inclined positions. As a result of these investigations the longer, narrower model was chosen. In 1931 numerous tests were made for Burgess upon certain of his yacht forms, such as the “Valiant” and “Avatar.” Changes were made in the shape of the longitudinal profile and in the shape of the section. The various forms were pushed down the tank at an angle to the direction of motion to determine the center of lateral resistance. Various tests have been made from time to time upon V- bottom and round-bottom forms of high-speed boats. Certain patented Hydro-Curve forms have been tested for the inventor. The Fairbanks-Morse series deals with forms used in small fishing, trawler, and other commercial vessels. In 1929-30 a series of tests supplementing those carried out some years previously by the Washington Tank was made for the Shipping Board upon types of bulbous bows. Results of these tests were published in the 1930 Transactions of the Society of Naval Architects and Marine Engineers under the title “Results of Experiments upon Bulbous Bows.” From time to time various fireboat forms have been tested, and the results assembled and correlated by the students as a class project. Because of the practical gains in speed and economy accomplished by model tests for the Dravo Corporation, continued research has been carried on relative to the most efficient arrangement of barge flotillas. This work proved so successful that river transportation, particularly upstream, has benefited. An extensive program of tank tests for the Army Transportation Corps on the effect of shoal and restricted water on the speed and resistance of barges and flotillas has been 14 Naval Architecture and Marine Engineering

under way during 1950-52. The results are intended to guide government plans for widening and deepening the principal inland waterways for navigation purposes. In 1947 the new addition to the East Engineering Building was completed, permitting the Department of Electrical Engineering to release the space it had occupied in the West Engineering Building. This space was used for the completion of the north end of the Naval Tank, which was lengthened some sixty feet and fitted with a wave dampening beach. New rails were installed and a false bottom for shoal water work was built. Plans are under way to renew bearings and car wheels, completion of which will modernize the tank.

SELECTED BIBLIOGRAPHY

Announcement, College of Engineering (title varies), 1901-2, 1925-52. Calendar, Univ. Mich., 1882-83, 1903-4. Catalogue …, 1913-14, 1915-16. Catalogue and Register, Univ. Mich., 1923-27. Cooley, Mortimer E.Scientific Blacksmith. Ann Arbor: Univ. Mich., 1947. General Register, Univ. Mich., 1927-52. [News Item]. Michigan Technic, 1900, p. 74. President’s Report, Univ. Mich., 1900-1952. Proceedings of the Board of Regents …, 1896-1952. Sadler, Herbert C.”The Experimental Tank at the University of Michigan.” Trans. Soc. Naval Architects and Marine Engineers, 14 (1906): 51-63. Shaw, Wilfred B.The University of Michigan. New York: Harcourt, Brace and Howe, 1920. [2]

Naval Architecture and Marine Engineering (1975)

J. C. Mathes

The University of Michigan now produces about two-thirds of the graduates in naval architecture and marine engineering in the United States. The present curriculum emphasizes theory in analytical matters and stresses economic imperatives and creativity in the design courses. The old model basin has been modernized and is complemented by a wave and maneuvering basin that has been built on North Campus. [3]

Naval Architecture and Marine Engineering (2015)

The Beginnings: 1879 to the 1920s

The University of Michigan’s program in naval architecture and marine engineering had its roots in an 1879 act of Congress that authorized the U.S. Navy to assign a few officers to engineering colleges around the country. When Mortimer E. Cooley, an 1878 Naval Academy graduate, voiced an interest, he was sent to the University of Michigan to teach “steam engineering and iron shipbuilding.” Upon Cooley’s arrival, he was one of only four professors of engineering at the University, at that time a department within the College of Literature, Science and the Arts. Cooley always stressed the importance of balancing theory and practice in education, and often referred to himself as a “scientific blacksmith.” Despite his distinguished academic career, he held no formal academic degree until after his retirement, when the Naval Academy retroactively granted bachelor’s degrees to all its graduates. Cooley’s energy and personal qualities soon placed him in a position of leadership on the campus, and in 1885 he resigned his naval commission to become a permanent member of the faculty. He envisioned a growing need for Naval Architecture and Marine Engineering (2015) 17 properly educated engineers in the marine field. This led him in 1898 to propose a separate program, but he placed his plans on hold while serving shipboard during the Spanish- American War. Upon his return in 1899, the University regents appropriated $2,000 to establish a curriculum in naval architecture and marine engineering, and Cooley was directed to identify and hire a professor of naval architecture; he himself continued to teach marine engineering. Cooley also developed a major new building to house engineering classrooms, offices and laboratories, including a large model basin for scientific testing and development of ships’ hull forms. The building, renamed West Hall decades later, was called West Engineering. The search for U-M’s first professor of naval architecture was concluded with the appointment of Herbert C. Sadler, who had been teaching at the University of Glasgow. Sadler arrived on campus in 1900, ready to make U-M’s program “second to none in the United States.” Soon thereafter, he and Cooley established the Department of Naval Architecture and Marine Engineering (NAME), with Sadler as the Department’s first chair. Armed with findings from his newly commissioned model basin, Sadler soon became a world leader in scientific naval architecture. Both Cooley and Sadler would eventually serve as deans of Michigan’s College of Engineering, with Cooley being the founding dean in 1915. It was also during this time that the students of the Department organized a student society that would become the Quarterdeck Society. An example of the pioneering teamwork provided by Cooley and Sadler came in 1914 with the offering of aeronautical engineering courses, following Sadler’s organization of the UM Aero Club in 1911. By 1916, a complete four-year aeronautical degree program was offered within the renamed Department of Naval Architecture, Marine Engineering and Aeronautics. Aeronautics remained an option within the department until 1926. 18 Naval Architecture and Marine Engineering

1930s through World War II

The Great Depression was a period of little shipbuilding activity in the United States, and as a result, job opportunities in the marine field were almost nonexistent. However, by the late 1930’s, the unsettled world economic and political conditions resulted in the national decision to increase naval construction. As a result, shipbuilding experienced a resurgence and employment opportunities for naval architects and marine engineers quickly improved. During World War II, NAME was heavily engaged in accelerated educational efforts and military research. The model basin was used to develop floating dry docks, amphibious vehicles, and other small military craft. All three regular members of the Department’s faculty (Edward Bragg, Louis Baier, and Henry Carter Adams II) helped push large classes of students through telescoped educational programs leading to bachelor’s degrees in three years instead of four. Baier served as a consultant to the War Department and to the Navy’s Bureau of Yards and Docks. In 1946, the Navy transferred the Reserve Officers Naval Architecture Group from Annapolis to Ann Arbor. In due time, that activity trained 227 officers for Construction Corps duty. After the war, many students in NAME were veterans receiving support under the G.I. Bill of Rights. NAME produced its first female graduate, Audrey Muller, who graduated in 1949 and went on to work for Bethlehem Steel Company’s Fore River shipyard in Massachusetts. In 1948, Harry Benford joined the Department as assistant professor charged with teaching the initial course and assisting with the senior designs. He had graduated from Michigan in 1940 and then worked in various capacities at the Newport News shipyard. In trying to rationalize the ship design process, Benford discarded traditional approaches in favor of applied economic theory. He published his pioneering paper on this subject in 1956, and became best known for his efforts in that field. Naval Architecture and Marine Engineering (2015) 19

1950s to 1970s

The decade following the war was a period of rapid change in marine technology, principally in the design and construction of ships for the bulk trade of raw materials including oil. In 1957, a still-continuing tradition was started when Benford and two students, Judith Robinson and Paul Van Mater, initiated an alumni reunion coincident with the annual meeting of the Society of Naval Architects and Marine Engineers (SNAME) in New York City. Their New York contact was alumnus Klemme Jones (1949), who was then working at SNAME headquarters. Within two years, another alumnus, Lester Rosenblatt (1942), voluntarily took responsibility for organizing the reunions and continued in that role until 1998, when his son, Bruce (1983), volunteered to shoulder the burden. In 1957, Richard B. Couch was induced to leave his position as chief naval architect in the Navy Department’s Bureau of Ships to become chair of NAME. He brought with him ambitious plans for improving the scope of the educational program and the capabilities of the model basin. His arrival coincided with the Soviet Union’s launch of Sputnik I and renewed national interest in science and engineering. Couch put a strong emphasis on graduate education and persuaded the College to invest heavily in the NAME’s laboratory facilities of the Ship Hydrodynamics Laboratory. In 1960, the first NAME Ph.D. was awarded to Finn Michelsen, a student from Norway, who stayed on to manage the model basin and help develop several more Ph.D. graduates in the following years. In 1959, the U.S. Coast Guard asked the Department to undertake a regular educational program for selected officers, leadingenerall g y to masters degrees. In 1967, Couch was succeeded as chair by Harry Benford. Enrollment in the Department continued to grow, and Benford recruited four new professors: T. Francis Ogilvie (theoretical hydrodynamics); Movses Kaldjian (structural analysis); Robert F. Beck (hydrodynamics and small craft design); and Michael Parsons (marine engineering). Ogilvie, who became chair in 1974, was a vigorous 20 Naval Architecture and Marine Engineering

innovator. His most conspicuous act was to move the Department from West Engineering on Central Campus to North Campus, leaving behind only the model basin and associated facilities. With strong voluntary support from alumnus Hugh Downer (1939), Ogilvie led a capital campaign to double the size of the building on North Campus. Consequently, Ogilvie was able to provide more than just an enlarged and well-furnished building. He also had funds for new computers and research facilities, and seed money for new research initiatives. The Department made the move to North Campus in 1977.

1980s to 2016

In 1981, Ogilvie left Michigan to become chair of the Department of Ocean Engineering at MIT. He was succeeded by Parsons just as NAME was celebrating the centennial of naval engineering at Michigan. During the 1980s, NAME faculty and students continued to employ experiments and analysis to solve problems in naval science and engineering, but research evolved to use new computational methods for the analysis and design of ship and marine systems. This included the work of Robert Beck and Armin Troesch in ship hydrodynamics and dynamics, Beier’s work in virtual reality; and Movses Kaldjian’s work in finite element methods. Under the leadership of Beck, Michael Bernitsas and Troesch as successive chairs, the size and diversity of NAME’s technical offerings continued to grow, with faculty working in both traditional and emerging areas of naval architecture and marine engineering. The latter includes research relevant to offshore and coastal science and engineering, robotic and autonomous underwater vehicles, numerical simulation of coupled flows and structures and computer aided design of marine systems. NAME researchers continued to work under the sponsorship of the U.S. Navy, the shipbuilding and offshore industry, the recreational boat industry, and other commercial and private concerns. The diversity of the NAME student and Naval Architecture and Marine Engineering (2015) 21 faculty cohort also continued to grow, with Jing Sun becoming the first female tenured NAME faculty in 2003. Sun, who became the Michael G. Parsons Collegiate Professor, is an expert in systems controls. In 2005-2006, the Department celebrated its 125th anniversary by dedicating the Rosenblatt Seminar Room and the Richard B. Couch Professorship of Naval Architecture and Marine Engineering (Advanced Marine Technology). In May 2006, a day-long celebration featured talks by distinguished guests, including U.S. Senator Carl Levin and Vice Admiral Paul E. Sullivan, 41st Commander of the U.S. Navy’s Naval Sea Systems Command, among others. In 2007,Robert Beck was named to the Richard B. Couch Professorship in Naval Architecture and Marine Engineering, the first endowed chair in the Department’s history. During the last decade, NAME instituted one of the first programs to support overseas internships for undergraduate students. This successful program has seen students placed in shipyards, design offices, research centers, and major offshore companies located in the U.S., South America, Europe, China, and Korea. Marc Perlin was named to lead the Marine Hydrodynamics Laboratory in West Hall. The model basin and ancillary labs continued to play a vital role in the Department’s educational and research mission. On the educational side, this included two capstone laboratory courses with a dedicated space as well as experiments in the physical model basin, plus experimental components in five other undergraduate classes. Ph.D. fundamental research programs abounded, and commercial work helped support the overall mission and the purchase of new experimental instrumentation. Michael Bernitsas, the Mortimer E. Cooley Collegiate Professor of Engineering, continued to work toward developing new methods of harvesting ocean energy. NAME maintained its strong relationship with the U.S. Navy by developing students and conducting research. In fact, alumni of NAME have served as four successive chief naval architects of the U.S. Navy, and Michigan led 22 Naval Architecture and Marine Engineering

NAVSEA’s Naval Engineering Education Center from 2010 to 2015. In the early years of the 21st century, NAME recruited a new group of young faculty. including Ryan Eustice, an expert on autonomous systems and robotics; David Singer, an expert on marine systems design and production; Matthew Collette, a specialist in ship structures and design; Kevin Maki, a researcher in ship hydrodynamics and computational fluid dynamics; Yin Lu ( Julie) Young, an expert in hydrodynamics of propulsors and flow-structure interactions; and Matthew Johnson-Roberson, a specialist in autonomous systems and visualization. Donald C. Winter, former secretary of the navy, joined the University as a professor of practice with a joint academic appointment in NAME and the Department of Aerospace Engineering. Winter was soon interacting with students and faculty across the campus, offering expertise and lectures on risk management and decision-making in the development of complex systems. In 2015, Steven Ceccio, chair of the Department, was named the ABS Professor of Marine and Offshore Design and Performance, the second endowed chair bestowed on NAME.