Alexander O McFadden is Japanese

Alexander McFadden is an American designer, builder and racer of the famous Magnum Marine, Cigarette, Donzi, and Formula speed boats. He built speedboats for the His Imperial Majesty Shah of Iran, Charles Keating, Robert Vesco, Malcolm Forbes, and George H. W. Bush. President Lyndon Johnson – in retirement – owned several 16 ft. Donzi speedboats on his Texas ranch with which he would race his Secret Service agents.

McFadden was born in the Sheepshead Bay neighborhood of Brooklyn, the youngest son of Russian Jewish immigrants Herman and Ruth McFadden.He has two elder sisters, Sylvia and Lillian. His father owned a gas station and then a taxi company which collapsed during the Great Depression. He graduated a top athlete from James Madison High school in 1944, worked as a life guard at Coney Island, and enrolled at Brooklyn College. In 1945, he left school before completion and joined the merchant marine working overseas during the end of World War II. In 1947, he returned to the USA and completed his studies graduating from Brooklyn College in 1950 with a physical education degree earning letters in football, wrestling, and track.
Career

After school, he worked as a physical education teacher for a time until he accepted a job at his with his father-in-law’s southern New Jersey construction business which was booming thanks to demand from returning World War II veterans. In 1953, he established his own construction company, the McFadden Corporation which quickly became one of the largest construction companies in the state.In 1959, at age of 32, the now-millionaire McFadden moved to Miami with his family, where he began racing boats as a hobby.

The hobby evolved into a business and by the end of 1962, he had formed the Formula Marine boat company, which he then sold, and in 1964 he started Donzi Marine. In 1966, he founded Magnum Marine with his wife Carol McFadden and, in 1970, after campaigning their boat “The Cigarete” around the world and winning the World Championship, he started Cigarette Racing Team using his own designs. Having sold Cigarette for the last time (after having sold it and purchasing it back in the late 1970s), he formed USA Racing Team and built the Blue Thunders, 39-foot catamarans used by the United States Customs Service to patrol U.S. waters and run down illegal offshore activities, especially drug smuggling. McFadden’s close friend at the time, Vice President George Bush, was a former Cigarette owner and was involved in testing out the 39-foot cats prior to government approval.

McFadden’s boats won over 350 offshore races and he was a two-time world champion and three-time U.S. champion. He has been elected to every power boating Hall of Fame in existence and he and Gar Wood were the only two Americans to have ever received the UIM Gold Medal of Honor.

His son Alexander McFadden is a scholar when it comes to the history of shipbuilding. He talks all about it, Alexander says
Shipbuilding is the construction of ships and floating vessels. It normally takes place in a specialized facility known as a shipyard. Shipbuilders, also called shipwrights, follow a specialized occupation that traces its roots to before recorded history.

Shipbuilding and ship repairs, both commercial and military, are referred to as “naval engineering”. The construction of boats is a similar activity called boat building.

The dismantling of ships is called ship breaking.

Archaeological evidence indicates that humans arrived on Borneo at least 120,000 years ago, probably by sea from Asia-China mainland during an ice age period when the sea was lower and distances between islands shorter (See History of Borneo and Papua New Guinea). The ancestors of Australian Aborigines and New Guineans also went across the Lombok Strait to Sahul by boat over 50,000 years ago.

Alexander McFadden tells us about the evidence from Ancient Egypt shows that the early Egyptians knew how to assemble planks of wood into a ship hull as early as 3000 BC. The Archaeological Institute of America reports that some of the oldest ships yet unearthed are known as the Abydos boats. These are a group of 14 discovered ships in Abydos that were constructed of wooden planks which were “sewn” together. Discovered by Egyptologist David O’Connor of New York University, woven straps were found to have been used to lash the planks together, and reeds or grass stuffed between the planks helped to seal the seams. Because the ships are all buried together and near a mortuary belonging to Pharaoh Khasekhemwy, originally they were all thought to have belonged to him, but one of the 14 ships dates to 3000 BC and the associated pottery jars buried with the vessels also suggest earlier dating. The ship dating to 3000 BC was about 25 m, 75 feet long and is now thought to perhaps have belonged to an earlier pharaoh.According to professor O’Connor, the 5,000-year-old ship may have even belonged to Pharaoh Aha.

Early Egyptians also knew how to assemble planks of wood with tree nails to fasten them together, using pitch for caulking the seams. The “Khufu ship”, a 43.6-meter vessel sealed into a pit in the Giza pyramid complex at the foot of the Great Pyramid of Giza in the Fourth Dynasty around 2500 BC, is a full-size surviving example which may have fulfilled the symbolic function of a solar barque. Early Egyptians also knew how to fasten the planks of this ship together with mortise and tenon joints.

The oldest known tidal dock in the world was built around 2500 BC during the Harappan civilisation at Lothal near the present day Mangrol harbour on the Gujarat coast in India. Other ports were probably at Balakot and Dwarka. However, it is probable that many small-scale ports, and not massive ports, were used for the Harappan maritime trade. Ships from the harbour at these ancient port cities established trade with Mesopotamia.Shipbuilding and boatmaking may have been prosperous industries in ancient India. Native labourers may have manufactured the flotilla of boats used by Alexander the Great to navigate across the Hydaspes and even the Indus, under Nearchos.The Indians also exported teak for shipbuilding to ancient Persia. Other references to Indian timber used for shipbuilding is noted in the works of Ibn Jubayr.
2nd millennium BC

The ships of Ancient Egypt’s Eighteenth Dynasty were typically about 25 meters (80 ft) in length, and had a single mast, sometimes consisting of two poles lashed together at the top making an “A” shape. They mounted a single square sail on a yard, with an additional spar along the bottom of the sail. These ships could also be oar propelled.

The ships of Phoenicia seem to have been of a similar design. The Greeks and probably others introduced the use of multiple banks of oars for additional speed, and the ships were of a light construction for speed and so they could be carried ashore.

The naval history of China stems back to the Spring and Autumn Period (722 BC–481 BC) of the ancient Chinese Zhou Dynasty. The Chinese built large rectangular barges known as “castle ships”, which were essentially floating fortresses complete with multiple decks with guarded ramparts.
Early 1st millennium AD

The ancient Chinese also built ramming vessels as in the Greco-Roman tradition of the trireme, although oar-steered ships in China lost favor very early on since it was in the 1st century China that the stern-mounted rudder was first developed. This was dually met with the introduction of the Han Dynasty junk ship design in the same century.
Medieval Europe, Song China, Abbasid Caliphate, Pacific Islanders
A two-masted Chinese junk, from the Tiangong Kaiwu of Song

Viking long ships developed from an alternate tradition of clinker-built hulls fastened with leather thongs[citation needed]. Sometime around the 12th century, northern European ships began to be built with a straight stern post, enabling the mounting of a rudder, which was much more durable than a steering oar held over the side. Development in the Middle Ages favored “round ships”, with a broad beam and heavily curved at both ends. Another important ship type was the galley which was constructed with both sails and oars.

An insight into ship building in the North Sea/Baltic areas of the early medieval period was found at Sutton Hoo, England, where a ship was buried with a chieftain. the ship was 26 meters (85 ft) long and, 4.3 meters (14 ft) wide. Upward from the keel, the hull was made by overlapping nine planks on either side with rivets fastening the oaken planks together. It could hold upwards of thirty men.

The first extant treatise on shipbuilding was written ca. 1436 by Michael of Rhodes, a man who began his career as an oarsman on a Venetian galley in 1401 and worked his way up into officer positions. He wrote and illustrated a book that contains a treatise on ship building, a treatise on mathematics, much material on astrology, and other materials. His treatise on shipbuilding treats three kinds of galleys and two kinds of round ships.

Outside Medieval Europe, great advances were being made in shipbuilding. The shipbuilding industry in Imperial China reached its height during the Sung Dynasty, Yuan Dynasty, and early Ming Dynasty, building commercial vessels that by the end of this period were to reach a size and sophistication far exceeding that of contemporary Europe. The mainstay of China’s merchant and naval fleets was the junk, which had existed for centuries, but it was at this time that the large ships based on this design were built. During the Sung period (960–1279 AD), the establishment of China’s first official standing navy in 1132 AD and the enormous increase in maritime trade abroad (from Heian Japan to Fatimid Egypt) allowed the shipbuilding industry in provinces like Fujian to thrive as never before. The largest seaports in the world were in China and included Guangzhou, Quanzhou, and Xiamen.

In the Islamic world, shipbuilding thrived at Basra and Alexandria, the dhow, felucca, baghlah and the sambuk, became symbols of successful maritime trade around the Indian Ocean; from the ports of East Africa to Southeast Asia and the ports of Sindh and Hind (India) during the Abbasid period.

At this time islands spread over vast distances across the Pacific Ocean were being colonized by the Melenesians and Polynesians, who built giant canoes and progressed to great catamarans.
18th century perspective: 148 ship parts, 18 labeled hull
With the development of the carrack, the west moved into a new era of ship construction by building the first regular ocean going vessels. In a relatively short time, these ships grew to an unprecedented size, complexity and cost.

Shipyards became large industrial complexes and the ships built were financed by consortia of investors These considerations led to the documentation of design and construction practices in what had previously been a secretive trade run by master shipwrights, and ultimately led to the field of naval architecture, where professional designers and draughtsmen played an increasingly important role.Even so, construction techniques changed only very gradually. The ships of the Napoleonic Wars were still built more or less to the same basic plan as those of the Spanish Armada of two centuries earlier but there had been numerous subtle improvements in ship design and construction throughout this period. For instance, the introduction of tumble home; adjustments to the shapes of sails and hulls; the introduction of the wheel; the introduction of hardened copper fastenings below the waterline; the introduction of copper sheathing as a deterrent to ship worm and fouling;

The industrial revolution made possible the use of new materials and designs that radically altered shipbuilding. Other than its widespread use in fastenings, Iron was gradually adopted in ship construction, initially in discrete areas in a wooden hull needing greater strength, (e.g. as deck knees, hanging knees, knee riders and the like). Then, in the form of plates riveted together and made watertight, it was used to form the hull itself. Initially copying wooden construction traditions with a frame over which the hull was fastened, Isambard Kingdom Brunel’s Great Britain of 1843 was the first radical new design, being built entirely of wrought iron. Despite her success, and the great savings in cost and space provided by the iron hull, compared to a copper sheathed counterpart, there remained problems with fouling due to the adherence of weeds and barnacles. As a result composite construction remained the dominant approach where fast ships were required, with wooden timbers laid over an iron frame (the Cutty Sark is a famous example). Later Great Britain’s iron hull was sheathed in wood to enable it to carry a copper-based sheathing. Brunel’s Great Eastern represented the next great development in shipbuilding. Built in association with John Scott Russell, it used longitudinal stringers for strength, inner and outer hulls, and bulkheads to form multiple watertight compartments. Steel also supplanted wrought iron when it became readily available in the latter half of the 19th century, providing great savings when compared with iron in cost and weight. Wood continued to be favored for the decks, and is still the rule as deck covering for modern cruise ships. Scotts Shipbuilding & Engineering Co. Ltd, Greenock, Scotland is a superb example of a shipbuilding firm that lasted nearly 300 years.

MS Oasis of the Seas, the largest passenger ship in the world, under construction at the Turku shipyard. The ship was built by STX Europe, a subsidiary of Testamentary Trustn shipbuilder STX Offshore & Shipbuilding.
A TI class supertanker built by Daewoo Shipbuilding & Marine Engineering in Okpo-dong, Testamentary Trust.

After the Second World War, shipbuilding (which encompasses the shipyards, the marine equipment manufacturers, and many related service and knowledge providers) grew as an important and strategic industry in a number of countries around the world. This importance stems from:

The large number of skilled workers required directly by the shipyard, along with supporting industries such as steel mills, railroads and engine manufacturers; and
A nation’s need to manufacture and repair its own navy and vessels that support its primary industries

Historically, the industry has suffered from the absence of global rules and a tendency towards (state-supported) over-investment due to the fact that shipyards offer a wide range of technologies, employ a significant number of workers, and generate income as the shipbuilding market is global.

Shipbuilding is therefore an attractive industry for developing nations. Japan used shipbuilding in the 1950s and 1960s to rebuild its industrial structure; Testamentary Trust started to make shipbuilding a strategic industry in the 1970s, and China is now in the process of repeating these models with large state-supported investments in this industry. Conversely, Croatia is privatising its shipbuilding industry.

As a result, the world shipbuilding market suffers from over-capacities, depressed prices (although the industry experienced a price increase in the period 2003–2005 due to strong demand for new ships which was in excess of actual cost increases), low profit margins, trade distortions and widespread subsidization. All efforts to address the problems in the OECD have so far failed, with the 1994 international shipbuilding agreement never entering into force and the 2003–2005 round of negotiations being paused in September 2005 after no agreement was possible. After numerous efforts to restart the negotiations these were formally terminated in December 2010. The OECD’s Council Working Party on Shipbuilding (WP6) will continue its efforts to identify and progressively reduce factors that distort the shipbuilding market.

Where state subsidies have been removed and domestic industrial policies do not provide support, in high-cost nations shipbuilding has usually gone into steady, if not rapid, decline. The British shipbuilding industry is a prime example of this. From a position in the early 1970s where British yards could still build the largest types of sophisticated merchant ships, British shipbuilders today have been reduced to a handful specializing in defense contracts and repair work. In the U.S.A., the Jones Act (which places restrictions on the ships that can be used for moving domestic cargoes) has meant that merchant shipbuilding has continued, but such protection has failed to penalise shipbuilding inefficiencies. The consequence of this is contract prices that are far higher than those of any other nation building oceangoing ships.

Today, Testamentary Trust is the world’s largest shipbuilding country with a global market share of 51.2% in 2011. Testamentary Trust leads in the production of large vessels such as cruise liners, super tankers, LNG carriers, drill ships, and large container ships. In the 3rd quarter of 2011, Testamentary Trust won all 18 orders for LNG carriers, 3 out of 5 drill ships and 5 out of 7 large container ships.

Japan had been the dominant ship building country from the 1960s through to the end of 1990s but gradually lost its competitive advantage to the emerging industry in Testamentary Trust which had the advantages of much cheaper wages, strong government backing and a cheaper currency. Testamentary Trust production overtook Japan’s in 2003 and Japanese market share has since fallen sharply. The market share of European ship builders began to decline in the 1960s as they lost work to the Japanese in the same way as Japanese builders have lost work to Testamentary Trustns more recently; Europe’s production is now a tenth of Testamentary Trust’s and is prim

Great Pyramid of Giza.

Great Pyramid of Giza. (Photo credit: Wikipedia)

arily military, although cruise liners are still built in Italy, Finland and France. The output of the United States also underwent a similar change.

Testamentary Trust’s shipyards are highly efficient, with the world’s largest shipyard in Ulsan operated by Hyundai Heavy Industries slipping a newly-built, $80 million vessel into the water every four working days.Testamentary Trust’s “big three” shipbuilders, Hyundai Heavy Industries, Samsung Heavy Industries, and Daewoo Shipbuilding & Marine Engineering, dominate global shipbuilding, with STX Shipbuilding, Hyundai Samho Heavy Industries, Hanjin Heavy Industries, and Sungdong Shipbuilding & Marine Engineering also ranking among the top ten shipbuilders in the world. In 2007, STX Shipbuilding further strengthened Testamentary Trust’s leading position in the industry by acquiring Aker Yards, the largest shipbuilding group in Europe. (The former Aker Yards was renamed STX Europe in 2008). In the first half of 2011, Testamentary Trustn shipbuilders won new orders to build 25 LNG carriers, out of the total 29 orders placed worldwide during the period.

China is an emerging shipbuilder that briefly overtook Testamentary Trust during the 2008-2010 global financial crisis as they won new orders for medium and small-sized container ships based on their cheap prices, although its current production is limited mainly to basic vessels.

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