User:Hreschk/sandbox

Vernon Royce Covell
Born	(1866-12-13)December 13, 1866 Jefferson, Ohio
Died	December 21, 1949(1949-12-21) (aged 83) Wilkinsburg, Pennsylvania
Education	Civil engineering, Ohio State University, 1895
Occupation	Civil engineer
Years active	1906–1933
Employer	Allegheny County Department of Public Works
Organizations	Engineers' Society of Western Pennsylvania American Society of Civil Engineers
Title	Chief County Engineer

Vernon Royce Covell (December 13, 1866 – December 21, 1949) was an American civil engineer. He was chief engineer of the Allegheny County Public Works Department from 1922 until his retirement in 1933.

Works include:

• Rachel Carson Bridge, (1926)
• Andy Warhol Bridge, (1926)
• Armstrong Tunnel, (1927)
• Liberty Bridge, (1928)
• Roberto Clemente Bridge, (1928)
• McKees Rocks Bridge, (1931)
• George Westinghouse Bridge, (1932)
• South Tenth Street Bridge, (1933)

Barker, Richard M.; Puckett, Jay A. (2013). Design of Highway Bridges: An LRFD Approach. John Wiley & Sons. ISBN 9781118330104. </ref>

His leadership and relative contribution vis-a-vis others in one design project is discussed in a HAER document.

He was author of "The Bridge-Raising Program on the Allegheny River in Allegheny County," an article in the Proceedings of the Engineers' Society of Western Pennsylvania 41 (1925): 83, and author of "Erecting a Self-Anchored Suspension Bridge—Seventh Street Bridge at Pittsburgh," in the Engineering News-Record 97 (1926): 502.

External links

• Vernon R. Covell at Find a Grave

https://books.google.com/books?id=Jr8cAQAAMAAJ&pg=PA720&lpg=PA720&dq=%22vernon+R.+covell%22&source=bl&ots=xFYAuVM6zK&sig=v13hEysKxpN6sXDEkpbDqLGEdlM&hl=en&sa=X&ved=0ahUKEwiO-ZfD_OnVAhVG8WMKHedODZU4ChDoAQgnMAA#v=onepage&q=%22vernon%20R.%20covell%22&f=false

"The Horatio Allen Nº 1400". The Museum of Retro Technology. Retrieved July 30, 2017.

Not to be confused with IEEE David Sarnoff Award.

The David Sarnoff Gold Medal
Awarded for	Outstanding research in the field of radio techniques and related fields
Presented by	Society of Motion Picture and Television Engineers
Website	https://www.smpte.org

The David Sarnoff Gold Medal, named after radio pioneer David Sarnoff, is awarded each year for outstanding research in the field of radio techniques and related fields by the Society of Motion Picture and Television Engineers.

Recipients

• 2014 Clyde D. Smith Jr.
• 2013 Chuck Pagano
• 2012 James M. DeFilippis
• 2011 Bruce Devlin
• 2010 Dr. Kohji Mitani
• 2009 Al Kovalick
• 2008 No award given
• 2007 Donald Craig
• 2006 Wayne Bretl
• 2005 No award given
• 2004 Stephen W. Long
• 2003 Dr. Kerns Powers
• 2002 Dr. Larry J. Hornbeck
• 2001 No award given
• 2000 No award given
• 1999 No award given
• 1998 No award given
• 1997 No award given
• 1996 Bernard J. Lechner
• 1995 S. Merrill Weiss
• 1994 Bruce J. Penney
• 1993 Charles A. Poynton
• 1992 Charles W. Rhodes
• 1991 Stanley N. Baron
• 1990 William F. Schreiber
• 1989 William E. Glenn
• 1988 No award given
• 1987 Yves Faroudja
• 1986 Michael O. Felix
• 1985 Richard J. Taylor
• 1984 Richard S. O'Brien
• 1983 Frank Davidoff
• 1982 No award given
• 1981 Takashi Fujio
• 1980 Maurice Lemoine
• 1979 No award given
• 1978
• 1977
• 1976
• 1975
• 1974
• 1973
• 1972
• 1971
• 1970
• 1969
• 1968
• 1967
• 1966
• 1965
• 1964
• 1963
• 1962
• 1961
• 1960
• 1959
• 1958
• 1957
• 19

References

• US patent 2803819, N. Minorsky, "Gyrometer", published 1919-06-10, assigned to The Sperry Gyroscope company 

James Brown
Born	1847 Wexford, Ireland
Allegiance	United States of America
Service/branch	United States Army
Rank	Sergeant
Unit	5th Cavalry Regiment
Battles/wars	American Indian Wars
Awards	Medal of Honor

James Brown (1847 –?) was a soldier in the United States Army and a recipient of America's highest military decoration—the Medal of Honor—for his actions in the Indian Wars of the western United States.

Career

On August 27, 1872 a small party of soldiers, led by second lieutenant Reid T. Stewart, West Point class of 71, left Fort Crittenden for Tucson.

Medal of Honor citation

Rank and organization: Sergeant, Company F, 5th U.S. Cavalry. Place and date: At Davidson Canyon near Camp Crittenden, Ariz., 27 August 1872. Entered service at:------. Birth: Wexford, Ireland. Date of issue: 4 December 1874.

Citation:

In command of a detachment of 4 men defeated a superior force

See also

• List of Medal of Honor recipients
• List of Medal of Honor recipients for the Indian Wars
• List of African American Medal of Honor recipients

External links

Hreschk/sandbox
Mayor of Tucson, Arizona
In office 1961–1967
Preceded by	Don Hummel
Succeeded by	James Nielson “Jim” Corbett Jr.
Personal details
Born	Lewis Walter Davis 1907
Died	1992 Tucson, Arizona
Resting place	Evergreen Cemetery Tucson, Arizona
Spouse	Selma Davis
Children	Gwen Davis Elaine Andrea Davis Melissa Tiffany
Parent	Lewis Walter Davis
Residence(s)	Tucson, Arizona

http://www.tucsonweekly.com/tucson/less-than-accommodating/Content?oid=1149065

Mortimer E. Cooley

Mortimer E. Cooley
Born	(1855-03-28)March 28, 1855 Canandaigua, New York
Died	August 25, 1944(1944-08-25) (aged 89)
Resting place	Woodlawn Cemetery, Canandaigua, New York
Citizenship	American
Alma mater	United States Naval Academy
Scientific career
Fields	Nautical Engineering
Institutions	University of Michigan
Military career
Allegiance	United States of America
Service/branch	United States Navy
Years of service	1874 - 1986 1898 - 1899
Rank	Chief Engineer

Mortimer Elwyn Cooley (March 28, 1855 — August 25, 1944) was an American mechanical engineering professor at the University of Michigan.

Biography

Mortimer Elwyn Cooley was born March 28, 1855, on a farm about four miles from the village of Canandaigua, New York.

His early years were spent upon the farm, engaged in the usual avocations of farmers’ sons “doing the chores,” and as his strength increased performing more and more of the hard work of the farm. He attended the district school regularly for a few years, and then only winters, as his help became more valuable during the active summer season.

The winter he was sixteen years old he attended the Canandaigua Academy, hiring a room and boarding himself, and was expecting to do so the following winter, but contrary to his desires, he was informed by his father that he had engaged a school for him to teach, in the township of Hopewell, a not distant neighborhood.

With reluctance he entered upon his duties, and perhaps with but little interest in the profession that had been chosen for him. Interest, however, was soon awakened, and the fact that the school was usually considered a “Hard One,” and one in which more experienced teachers had recently failed, acted as a stimulus. The row, not unusual under such circumstances, culminated about the fourth week in active hostilities, in which the youthful teacher was victorious. The next Monday morning found his school doubled in size, and to the end of the term an interested and successful one was maintained. Commencing the next fall term at the Academy, boarding at home, walking four miles to school in the morning and returning the same distance on foot at night, that portion of the year he was enabled to attend is now remembered by him as one of particularly good results. The long walk was not lost time, for it was his custom to study his Geometry lesson on the way; and the exercise was just sufficient to keep him in fine physical condition. The year was not to be entirely devoted to study, for during the winter term he was called upon to relieve the necessities of the trustees in the district adjoining his old home, by completing the term in teaching their school, returning to the Academy again at the close of those duties for the balance of the year. While considering the prospects of a college education, which were not altogether bright, an opening presented itself at the United States Naval Academy. And during the summer of 1874 he entered his name with the Navy Department for an appointment as Cadet-Engineer, and was duly summoned to the Naval Academy at Annapolis for competitive examination in September, the savings from the winter earnings by his school teaching sufficing to equip him for the trip and to pay its expenses. The examination seemed very severe, and thinking he had not passed he returned to Canandaigua, engaging to teach in the Academy while continuing his studies. He was hardly settled in this position, when to his surprise he was summoned by telegraph to report at once for duty at the Naval Academy, the records showing that “of seventy-seven (77) candidates examined for appointment in September, 1874, and from whom twenty-seven (27) were appointed Cadet Engineers in the Navy, Mr. Cooley passed number seven (7) in order of general merit.” The official letter giving the Information adds, “and retained that number on the day of his graduation, June 20, 1878.”

“At the close of the examination he returned home, feeling he had failed, and accepted a place as teacher in the Canandaigua Academy. A couple of weeks later, a telegram was received at the Academy about noon, ordering him to report without delay at Annapolis. The three and one-half miles home were never traveled so fast, and that evening’s train took him away from home for good. Imagine his surprise on arriving to learn that he had passed number seven, and this was his number also on graduation in June 1878.

Having completed his course at the Naval Academy, Sept. 11th, 1878, he was ordered to the USS Quinnebaug, and in November 1879, was transferred to the USS Alliance, both vessels being then on the European Station. In the “Quinnebaug” he made the usual European cruise, covering a part of 1878 and 1879, visiting Port Mahone, Málaga, Tangier, Algiers, Tunis, Alexandria, Joppa, Smyrna, Constantinople, Athens, Trieste, Venice, Naples, Nice and the Barbary Coast.

While the “Quinnebaug” was lying at Alexandria, the officers of the City Water Works requested assistance from her commander in regulating the pumping engines, which had been placed in their new system of water works. The task was delegated to Cadet Cooley, and after a few days’ study the work was satisfactorily accomplished, and a report made covering the whole subject: this was received with great appreciation, and the thanks of the company were extended to him.

From Málaga he made a week’s excursion to Grenada and the Alhambra, and from Tunis he visited the site of Ancient Carthage with his comrade engineer, W. C. Eaton, now and entertaining companionship made the trip one of peculiar interest and value. From Joppa, with a party of officers from his vessel, he made an excursion to Jerusalem, and from Naples, visited Pompeii and Herculaneum. Thus with many little excursions and incidents of the voyage, the cruise passed most pleasantly, making for Professor Cooley enthusiastic and enduring friends of his companions and giving him a great wealth of pleasant memories. The “Alliance” on her return to the United States was attached to the North Atlantic Squadron, and spent the summer of 1880 on the Grand Banks of Newfoundland, later in the season being ordered to the West Indies.

December 3, 1880, he was detached from the “Alliance” and placed on waiting orders. On March 29, 1881, he was ordered to special duty at Ann Arbor, Michigan, under the law of 1879. After three years, the regular period for such assignments, the time was extended another year by special request of the Regents.

In July 22nd, 1882, he was commissioned as Assistant Engineer. In August 1885, he resigned from the Navy, effective January 1, 1886.

While still a student at Canandaigua Academy, Professor Cooley met Miss Carrie E. Moseley, of Fairport, New York, then a student at Elmira College. The life of a Naval officer under strict orders from the department, and with long intervals of absence, is not always favorable to the accomplishment of those dreams of companionship and home that nature implants in mankind, but correspondence was possible, and visits were occasional. On December 25th, 1880, Miss Moseley became Mrs. Cooley, and it is not too much to infer that the charm of home-life and a most interesting family were not unheeded arguments in determining his resignation from the Navy.

The writer well remembers the advent of Professor Cooley at the University, the interest among some, at least, of the officers of the Institution, which his enthusiasm and ability at once enkindled, the most meager outfit that the Regents were able to supply to the new department, only a small temporary structure, 24 x 36 feet, to which afterwards were added an unused carpenter shop and an old engine, - and perhaps better than any one else, know of, and sympathized with the dreams of the Young Professor – dreams that have already become realities!

The devotion of Professor Cooley to what he regards as his duty is illustrated by the fact, long known to the writer, that early in his service at the University he was approached to know, if he could not be induced to become interested in one of the largest manufacturing establishment of the country, in a position congenial to his taste, and at more than double the salary of a full Professor of the University – he was then receiving only the pay of an Assistant engineer from the Government. The overtures were declined, for his “could not consider such a thing in the then crude condition of the department he had engaged to serve, and his first duty was to establish the [[Department of Mechanical Engineering in the University of Michigan.”

"Circumstances have been most fortunate, hoped for, but unexpected possibilities have become realities, encouragement has been cordial, able assistance and counsel have been given by the other members of the Faculty, notably by President Angell, Dr. Freeze, and Professor Greene, Davis and Dennison, of the Engineering Department; but the greatest element in the success of the Department of Mechanical Engineering has been the enthusiastic devotion of Professor Cooley to the cause, and his ability to induce a like interest in others. Indeed, the most necessary qualification for a teacher or professor, more important even than high scholarship, is the ability to create and maintain an interest and enthusiasm in the student. This gift Professor Cooley possesses in an eminent degree, coupled with thorough equipment, and his success is not surprising."

The end of this year of extension, he resigned from the Navy, being invited by the President of the University and the Regents to accept the chair of Mechanical Engineering. This chair he accepted. So it was that this youth, who with trepidation, vent to Annapolis for his entrance examination in September 1874, in September 1885, had so proven his fitness for four years of efficient service as to be invited to become the head of Mechanical Engineering in a university. Four years of the eleven were spent in the Naval Academy. Four years more were spent here on detail. In sever years from graduation his life work had found him, and taken possession of him. To every student and teacher in the Department it can be said that our Dean knows our very lives by having lived such a life himself. To those fortunate enough to have to work hard for all they get, it can be said that our Dean is of that sort, - he is one with them, - by their token he has entered into every honor which has ever been bestowed upon him: Such men can afford to fail, having done their very best, but they seldom do. To him, and to them, come the real rewards of duties well done. For about twenty-three years has Mr. Cooley faithfully labored to assist in building up what has become our Department of Engineering, until, at the present time, not only is it receiving a large and commodious building from the Regents, accompanied by a very great increase in equipment, but as if in appreciation of what has been, and is being, done the attendance of students has doubled the present college year. To this prosperity Mr. Cooley has contributed his full share. Of him it may be said, that without his labors the condition of the Department could not be what it is, - far from it. But since 1889, the date of his published history, above quoted, other events have been passing. In 1889, at the time that article was written; he had been here about seven and one-half years of the twenty-three of his residence in Ann Arbor. In 1890 he was a member of the Board of Fire Commissioners of Ann Arbor In 1891 and 1892 he was President of the City Council. This is an elective office, and in 1892 his name was on all tickets but one, so that his election was without opposition at large. Of his fitness as a Fire Commissioner it is unnecessary to speak, and the results of his term of that board remain to this day. He is a Vice-president of the American Society of Mechanical Engineers. He is a Fellow of the American Society for the Advancement of Science, and was vice-President of the Section on Engineering for one year. He is an active member of the American Society for the Promotion of Engineering Education. He is also a member of the United States Society of Naval Engineers, is a Past President of the Michigan Engineering Society, a member of the Detroit Engineering Society, and of the Engineering Society of the University of Michigan. With these extended connections with the thinking and working men of his time, one may readily believe that his beneficent influence is very widely felt. He has been enthusiastically welcomed to those more intimate associations open to such men, and has always exhibited such a hearty interest therein, as to win for himself a regard that ever increases in respect and devotion. Not an author, in the literary sense, but a doer in the affairs of men, he has been the author of a wealth of designs, and of plans, that nor many men have achieved who devote all their time to such things, and are not engaged in preparing the foundation work of a school of engineering, as well as discharging the routine duties of a teacher in that school. College lectures, professional reports and papers, show the gift of authorship in an extraordinary degree. Addresses of many kinds, and upon many and various occasions, speak in the same terms. However, not in these directions has the work of his life lain. He has given himself to teaching, to college and other administration, and to professional practice. His practical experience as an engineer covers a wide field, both territorially and professionally. It is a long ways, professionally speaking, from the design and equipment of that modest little shop in which his shop work began here in 1881 and 1882 to the appraisal of the physical properties of all specific tax paying concerns in the State of Michigan, in 1900, - a work completed in six months’ time, and covering all the railroads and their steamships, all the telegraphs, telephones, plank roads, river improvements privately owned, express lines, an private car lines, within the state. The fieldwork was done in ninety days, and covered property valued at 240 millions of dollars. It is a long ways, territorially, from the states of the Middle West, to the colony of Newfoundland, and from Cuba to Canada, yet this region, ample in extent for the purposes of an empire, is within the field of his operations. Yet the line of his duties have been but barely touched upon. A mere category of his professional labors that was in any sense historical would fill more space than can be given to this article. Called to Detroit in the Street Railway Appraisal in 1899. Called to Newfoundland in 1902 to appraise the mechanical equipment of the government railways. Called to the service of his country in 1898, during the Spanish War, he was Chief Engineer of the Yosemite, - the rank he would have had if he had remained in the Navy instead of resigning in 1885, to serve this University with that distinction that has always characterized all his work. Called to receive a silver medal from his home city, Ann Arbor, a bronze medal from Detroit, the home city of most of his men, and another bronze medal from the State of Michigan in testimony of the appreciation in which his services in the Spanish War were held by his neighbors, his men and their relatives and neighbors, and by that great State which fosters the institution of learning where he is a Dean, and to the benefit of which he turns all his labors, duties, associations, and honors. Called to be Dean of the Department of Engineering in the University of Michigan by the students, the alumni, and the teachers of that Department, and elected thereto by the unanimous vote of the Regents. Called to be Dean of the Department of Engineering in the University of Michigan by the students, the alumni, and the teachers of that Department, and elected thereto by the unanimous vote of the Regents. Called to every position because an able, efficient, and loyal worker was needed, who also, could, and of times would, be a commander whom men would willingly obey. Able, gifted, and broad enough for the first rank, yet never concerned for his dignity, he is familiar with the details of his calling, both theoretical and practical, to an extent that enables him efficiently to perform the simple duties of a workman with tools, or organize, and command, a staff that can embrace a State or a Nation in its operations. Such is our Dean. Many, many more things ought to be said, but if these few jerky memoranda furnish us with field notes enough to map out the features referred to therein, it will be enough for now. Let us, then not disregard our impulses to honor and respect him, but rather let him know of our esteem while we are privileged to be with him, instead of waiting till perchance all we can do is to tell the world what a fine man he was.

MORTIMER E. COOLEY AN APPRECIATION AND BIOGRAPHY The Michigan Technic, December 1919, pages 233-237

Forty years ago, by congressional act, engineer officers of the Navy were detailed to various educational institutions for giving special instruction in steam engineering and shipbuilding. By good fortune, one of these young officers, one standing exceptionally high in order of merit, fresh from his overseas practice cruise, and full of old-world romance and the enthusiasm of a new-world builder, was detailed to one of the Middle West colleges – the University of Michigan, then an institution of broad vision, but sorely restricted in its equipment and financial resources. It is unnecessary to recount the years of dogged, optimistic perseverance that wrought the ultimate transformation from the first meager equipment of the new department, housed in a small temporary structure 24 by 36 ft., to the great human laboratory for technical training of today, which now commands one-fourth of the 8000 seekers after knowledge at the big Ann Arbor institution, and has placed over 3000 men in active professional life. Today, Mortimer Cooley, seasoned executive, diplomatist, arbitrator, leader of wise men, friend of youth, good fellow, fair fighter and idol of the thousands who have passed under the wholesome influence of his commanding personality, looks back through fragrant clouds from his reflective pipe and chuckles, and dreams of still greater achievements, greater institutions of learning, laboratories of human as well as industrial research, greater success in the service of his follows – in that deft compounding of human wisdom through intimate association with the minds of other men – so that the discordant notes sometimes sounded, now by labor, now by capital, may be merged in a greated understanding and a greater service. As Cadet Cooley looked upon life with eager, happy eyes, so does the President of the American Society of Mechanical Engineers still look upon life; surveys the restless industrial field today, and plans and plans – that his honored profession may help to make the world safe for democratic institutions. Unconsciously, those who know him best rally to his support with heart and hand. For Mortimer Cooley never forgets a friendly deed, and demands in all justice, man to man, the same service, the same energy and the same devotion. He will not tolerate laggards in high or low places, especially among the parasitic class which seeks to bask in the light of other men’s labors, particularly of young men, but with infinite patience and good will, the instincts of the true leader of men guide him to give to his fellows freely of this store of wisdom – not only book knowledge, but o that vastly more important kind, unnamed, unmeasured, unclassified – call it diplomacy, personality, instinct, what you will. Example: Junior college student, known as a “grind” or “crammer.” Studies a day ahead of his class so as to acquire additional luster of scholarship. Said “shark” is treading the dangerous byways of thermodynamics, and endeavors to “corner” the attention of the class by asking previous question. Without a moment’s hesitation, Professor replies with serious, worried countenance, deprecatingly: “Well now, Mr. blank, you have got me absolutely floored; but give me time and I will look it up.” Wisdom of the ancients! Said shark did not tumble for two days, until the class, in the orderly course of events, suddenly passed by his “piece de resistance” and blew up his ammunition dump. He nearly died from mortification, but it was a good lesson. The professor only winked. Thus the name of Mortimer Cooley has become synonymous with a personality, strong, robust, virile, unwavering, but always kindly and helpful, magnetically cheerful and profoundly democratic, never brutal in his admonitions, tricky with his adversaries or to the slightest degree pompous in his success – in other words, the antithesis of the typical Prussian bureaucrat. These essentially personal qualities of the individual have brought to Mortimer Cooley enviable positions of leadership, as the dean of a prominent engineering college, as the arbitrator in numerous cases of valuations of railroad and other properties aggregating more than a billion, mostly for the public but frequently also for corporations; as expert technical advisor in many court cases; deputized by the General Staff of the Army to oversee the important student army training activities in all Middle West colleges, and finally as the head of the American Society of Mechanical Engineers, in the most important period of its existence – the period of flux - when radical and conservative, “fire eater” and “standpatter,” struggle for supremacy, while the world grinds on with its wonted complexity, waiting for the engineer to assume his place as the leader of men in those walks of life for which he is peculiarly fitted. To such a tack Mortimer Cooley has brought his fortunate gifts and devotion, and his selection was unanimous. To add that he is a member of numerous societies of learning, such as the United States Navel Institute, the American Society of Naval Engineers, the American Society of Mechanical Engineers, American Association for the Advancement of Science, etc., indicates what well-seasoned timber may be found in the ranks of these learned and technical societies. Mortimer Cooley, born March 28, 1855, was the fifth member of a family of eight children, all reared on the farm in Canandaigua Township, Ontario County, New York. He is of the ninth generation of Cooleys in this country. Benjamin, the first of the name in this country, came from England and settled in Springfield Massachusetts, in 1642, where for many ears he was a selectman. Benjamin was an ensign in the Hampshire Regiment, commanded by Major John Pynchon, in the King Philip War. He was a weaver by trade and lived not far from Mill River. The Barney & Berry Skate Factory, overlooking the Connecticut River, is located on the rear end of the old Cooley homestead. Later a dozen or more Cooleys owned homes in Longmeadow, four or five miles south of Springfield, on the other side of Mill River. As the tribe multiplied some of them moved to Granville, Massachusetts, a beautiful and picturesque locality at the south end of the Green Mountains. The fourth generation was living in Granville prior to the Revolutionary War. Mortimer Cooley’s great-grandfather John was a cattle drover. His trips took him west as far as Ohio. Canandaigua, New York, must have appealed to him strongly as it did to a number of others who came there from Granville. John took up his home there soon after 1790. To “grow up” on a farm is a great heritage. One learns how to “do the chores,” and thus to take a man’s real place in human society. Such book learning as one got was in the district schools supplemented, it might be, by a year or two in the fine old academies of those days. Seldom did a farmer’s son have the opportunity to go to college. He must indeed have been ambitious and persistent to get beyond the academy, and relatively few got even that far. Mortimer Cooley spent three terms in the old Canandaigua Academy. He boarded himself two winter terms and walked from his hoe, three and one-half miles away, one spring term, “doing the chores” morning and evening. That and taking care of the garden Saturdays were the conditions, which secured for him the unusual privilege of being excused from regular farm, work. For two winters he taught district school and in that way earned the money needed to pay his expenses at the Academy and to finance his next step towards an education. It was in the summer of 1874 that Mortimer Cooley was able to realize the ambition of his life for a career on the high seas. The four-year course for cadet engineers had just been established at the U. S. navel Academy and appointments wee open to competition. Of some seventy candidates who tried the examination, twenty-five were appointed; Mortimer Cooley passed seventh and four years later graduated seventh in a class of fourteen. He took an active part in athletics, was captain of his class crew, and stood high with the foil and broadswords. There were no varsity teams in those days. On graduating from the Naval Academy, Cadet Engineer Cooley was assigned to the U. S. S. Quinnebaug, which sailed in the fall of 1878 to the Mediterranean. He returned on the U. S. S. Alliance a year later and on Christmas day, 1879, was married to Carolyn Elizabeth Moseley, of Fairport, New York. The Alliance, after being over hauled at the Norfolk Navy Yard, cruised on the North Atlantic Station from Newfoundland to the West Indies. While the ship was at Port Royal, S. C., a telegram came to Cadet Engineer Cooley announcing the arrival of his first born. She being the first child of the class, his classmates took upon themselves the responsibility of naming her with appropriate navel ceremonies. She was duly christened Alliance, in the ship’s honor, and if the tales of rear admirals of today who were cadets in those days are to be believed, the occasion was a notable one in the annals of the Navy. Cadet Engineer Cooley was forthwith detached and ordered home for a few weeks, then to the Bureau of Steam Engineering at the Navy Department. In June 1881 he was examined and promoted to Assistant Engineer and in August was ordered to the University of Michigan to teach steam engineering and iron shipbuilding. At the end of three years, on request of the Regents, his detail was continued a fourth year. Being then detached and ordered to the Pacific Station, the Regents conferred on Assistant Engineer Cooley the honorary degree of Mechanical Engineering. This he did, his resignation taking effect December 31, 1885. It was with a great deal of regret that he resigned, as he was in love with the Service. There was at the time no prospect for any great increase in the navel force, and it seemed to him the opportunity for real work afforded him at the University ought not to be declined. Professor Cooley has given his entire life since he was twenty-six years of age to university work – thirty-eight years up to now. He has been Dean for fifteen years, having been appointed in February 1904. The Michigan Agriculture College conferred on him the degree of L.L.D. in 1907, and the University of Nebraska the degree of Eng. D. in 1911. When he came to the University there were but sixty or seventy engineering students out of a total of about thirteen hundred in the University, and the entire technical work in engineering was done in seven rooms at the south end of the main university building. The first engineering laboratory was built the winter after he came. It was a two-story brick veneer building 24 x 36 feet, costing $1500 and the equipment $a1000. In it Professor Cooley himself taught forging, pattern making and machine shop practice. It was styled by his colleagues “the Scientific Blacksmith Shop.” It was the beginning of an effort, now altogether general, to give to engineering students, while in college, some practical knowledge of the materials and processes used in the execution of engineering projects. But Professor Cooley could not wean himself altogether from the naval service. He was from 1895 to 1911 the Chief Engineer officer of the Michigan State Naval Brigade and is now a retired officer in the Brigade. In 1898 he returned to the Navy as Chief Engineer during the Spanish War. He was attached to the U. S. S. Yosemite and later to the League Island Navy Yard, his period of service being altogether about ten months. His honorable discharge was handed him by the Commandant of the navy yard with words of commendation for his efficient work. While on blockade duty off San Juan, P. R., the Yosemite engaged in a five-hour battle with the Spanish forts, gunboats and torpedo boats following the interception of the Antonio Lopez, a Spanish cruiser loaded with munitions, putting in the harbor. During the blockade a serious fire broke out in the coalbunkers of the Yosemite, which for a time threatened serious consequences. The fire was deep down and could not be reached. Chief Engineer Cooley, recalling the method of sinking piles on western rivers by means of a water pipe attached to the pile, had a hose and nozzle triced to a long slice-bar, with which, under fire pressure from the pumps, the fires were successfully quenched. The slice bar could be shoved down into the coal like a knife into soft butter. Following his return to the University in 1899, Professor Cooley was invited by the Citizens’ Committee of Detroit, of which Governor Pingree was Chairman, to appraise the power plants, rolling stock and stores and supplies of the Detroit street railways, which the city was contemplating purchasing. It was a hurry job and was done in a hurry. The appointment was made on Friday, the staff organized Saturday and the report submitted the following Saturday covering $2,000,000 of property. The following year, 1900, at the request of Governor Pingree, the Board of State Tax commissioners, and the Board of State Auditors, Professor Cooley undertook to appraise the specific tax paying properties of the state of Michigan, which included the Steam Railroads, the Telegraphs, the Telephones, the Plank Roads and the River Improvements. This was late in August. The fieldwork was completed in ninety days and the results submitted at the end of December in time for the incoming Legislature. The work involved the inspection of 10,000 miles of track, thirty odd thousands of the freight cars, all the passenger and special equipments, all the locomotives, telegraph, and telephone lines, in short everything involved in the different kinds of properties. Some one hundred fifty men were employed. The total of the appraisal was about $240,000,000. As a result of this work the Legislature enacted laws placing the railroads on an ad valorem tax basis, which increased their taxes threefold and more. When the assessment was made under the new law in 1903, the railroads brought suit to enjoin their collection. This made necessary another appraisal as at the date of the assessment in which the value found for the railroads was $240,000,000, an increase of $40,000,000, due largely to using 1903 prices for labor ad materials instead of the average from 1890 to 1900. The case was carried to the U. S. Supreme Court and being finally decided in favor of the State, brought into the state treasury twelve or fifteen millions in back taxes. Michigan’s pioneer work in valuation of large public utility properties was soon followed by other states. First among them was Wisconsin in a valuation of her steam railroads. Substantially the same methods were employed as in Michigan. Professor Cooley was consulting engineer. In the twenty years, which have elapsed since that first appraisal in Detroit, Professor Cooley has had charge of many hundreds of appraisals in various states and municipalities, in most of them employed by the public. In all of them he has stood consistently for correct results regardless of employer, “hewing to the line letting the chips fall where they may.” In the aggregate the value of property appraised under his direction lies somewhere between one and one-quarter and one and one-half billion dollars Nor has Professor Cooley neglected opportunities to serve in other capacities. He was for a time chairman of the Board of Fire Commissioners, and President of the Common Council in Ann Arbor in 1890-91. He served on the Board of Awards for the World’s Fair in Chicago in 1893, and for the Pan-American Exposition in Buffalo. He has for twenty-five years served as mechanical expert in patent cases, and testified many times on mechanical matters before juries and commissions. He was for five years (1907-1912) chairman of the Block Signal and Train Control Board of the Interstate Commerce Commission. Professor Cooley is a Fellow of the American Association for the Advancement of Science, member of the American Society of Mechanical Engineers, American Society of Civil Engineers, American Institute of Consulting Engineers, Franklin Institute, Society for the Promotion of Engineering Education, Society of Naval Engineering, Michigan Engineering Society, Detroit Engineering Society, Sigma Phi, Tau Beta Pi, Sigma Xi, the Army and Navy Clubs in Washington and in New York, the Detroit Club and Yondotega Club in Detroit. Professor and Mrs. Mortimer Cooley have four children, three daughters and one son. All are married and seven grandchildren now keep them from growing old. The son is a Commander in the United States Navy. Thus has Mortimer Cooley established his record of unusual accomplishment and honest devotion to his democratic ideals. And he is still “doing the chores.”

External links

• Mortimer Elwyn Cooley at Find a Grave

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During the First World War, the National Research Council worked to develop a way to defeat the German submarine threat. Max Mason successfully developed a phased array hydrophone for submarine detection. The detector was demonstrated on the USS Narada and on some of the 110 ft sub chasers at the New London anti-submarine facility. The 110 ft boats, with a top speed of 13 knots, where too slow for effective use against submarines. The Anti-Submarine Board of the NEC determined that it was "vital necessity" to build ships that could effectively use the new submarine detectors. Admiral David W. Taylor, chief of Construction and Repair, stated that the limiting factor for building ships at a higher rate was the number of trained riviters in the shipyards. Robert A. Millikan, Vice Chairman and Executive Officer of the NRC and Director of Research in the physical sciences,