APPENDIX IVSUBMARINES OLD AND NEW

Photo by][M. BarTHE “NARVAL.”

The armament consists of four 17½ inch Whitehead torpedoes, and there are two Drzewiecki torpedo tubes on each side and towards the upper part of the boat, which launch the torpedoes in the direction of the beam.

“As long ago as 1893,” says a French writer, “Mr. Drzewiecki invented a method of firing a torpedo which is quite different from the torpedo tubes commonly used, and which is, therefore, peculiarly suited for submarine vessels. By it the torpedo could be fired at any angle from 30 to120 degrees from the bow, and experiments with it were carried out in 1894 at Cherbourg. The system may be briefly explained as follows: At the side of the boat a horizontal spar is placed, which works on a hinge at an angle to the bow. The torpedo is fastened to this spar by two pairs of clamps, and when not in use lies along the side of the boat in a recess cut in the side. A swing-out rod, fastened at one end to the spar and at the other to the boat, enables the desired angle for firing to be obtained. A lever worked from inside the vessel pushes the spar and the torpedo away from the side of the boat, and the pressure of the water stiffens the swing-out rod, and by so doing frees the torpedo from the clamps, and opens the air lever which sets the torpedo in motion. It is, therefore, necessary that the vessel should be under way when the torpedo is fired.

“The principle of the invention is very simple, and at the same time very ingenious; and the experiments which were made at Cherbourg proved that torpedoes could be fired by this system with perfect precision. Since 1894 Mr. Drzewiecki has made alterations in his invention. For example, he has done away with the spar and the clamps, and by so doing has greatly lightened his apparatus. The tail of the torpedo is now seized by two claws, which grip it firmly and hold it in position. The contrivance is placed on the deck of the submarine boat, which is not submerged except on going into action. The torpedo rests on cushions fixed to the deck, with its axis parallel to that of the boat, but as soon as it is moved by a lever to the position for firing, the water pressing against it frees the torpedo by opening the air valve. The only inconvenience of the system is that it is not easy to fire at the exact angle required, but it has the great advantage of doing away with all the machinery of valves and safety appliances which are necessary when submerged tubes are employed. Further experiments will doubtless make the system still more efficacious.”

Commenting on theNarvalclass a writer in theTempssaid:—

“Their range of action will be large, they will be self-controlling, and they will realise Admiral Aube’s theory of the empire of the sea, invisibility, divisibility and number. The estimate for each is 600,000 francs, which is not one-fortieth of the cost of a battleship. Are not the Mediterranean experiments calculated to lead to changes in our naval construction, and would not the present situation justify the devotion of all the efforts of the dockyards to submarine torpedo-boats without stopping the programme now in progress?”

THE “NARVAL” AS A SURFACE TORPEDO-BOAT.

On the 6th of January, 1901, M. de Lanessan, Minister of Marine, and General André, Minister of War, visited Cherbourg to witness comparative trials between the two submarine vessels,MorseandNarval, with a view to determining the relative merits of the two systems for guidance in the construction of the new under-water vessels provided in the programme for 1901.

Before embarking the Minister inspected the crews, whowear ordinary uniform with the addition of a red cap ribbon bearing the words “Sous-Marins.”

M. Calmette, who was allowed to accompany the Minister during the trial, wrote:—

“The submerging of theNarvalis a rather delicate operation: the motive power has to be changed, the funnel, &c., have to be drawn in, sufficient time must be allowed for the unused steam to cool down, and a much greater quantity of water than in the case of theMorsehas to be introduced into the ballast tank to overcome her buoyancy. Great progress has been made in these respects since her first trial, and the operation of submerging has been much accelerated, but it still takes considerably longer than in the case of theMorse. On the present occasion submergence was effected in a quarter of an hour, and when submerged the only thing visible above the water is the periscope.”

In May, 1901, theNarvalmade a voyage from Cherbourg to St. Malo.

TheFigarodeclared that the trip was completely successful. “The Minister of Marine had ordered a cruise of forty consecutive hours. TheNarvalleft Cherbourg at 1 o’clock in the afternoon of May 23rd, in a very heavy sea, caused by strong north-easterly gale. She returned to St. Malo on the Saturday at 5 o’clock in the morning. That was the sole departure from her programme. TheNarvalhad been navigated for 40 hours without stopping, covering 260 miles at an average speed of 6½ knots in a very rough sea. During the trip theNarvalremained below the surface for several hours at a time, and twice recharged her accumulators. On Sunday she left St. Malo, without taking in fresh provisions, and made Cherbourg. On her arrival there she made excellent practice with her four torpedoes. It was proved that the torpedo mechanism, regulated five days previously, had not been in the least put out of order by the trial. During the return voyage to Cherbourg theNarvalhad an accident to her pump, and was towed for threehours by the t.b.Zouave. The damage was repaired, and the submarine returned with her own motive power. It has to be pointed out, however, that the crew suffered greatly from discomfort. When fresh trials are conducted everything will be done to remedy the defects which have been reported.” TheFigaro, in conclusion, protested against the decision of the Ministry of Marine to build henceforth vessels of 68 tons burden and with a radius of action of 100 miles only, pointing out that such boats can only be used for defensive purposes, whereas if the tonnage were increased the radius of action and the accommodation would also be increased, and the submarine could be employed offensively. On the other hand, thePetit Parisiensaid that the results of the recent trial of theNarvalfor 48 hours were not satisfactory. “The navigation of the vessel on the surface was defective and difficult, and she sustained an accident, in consequence of which she had to be towed back to port. The crew were suffering from exhaustion and nausea, the cause of which it is impossible to explain.”

THE “NARVAL” IN THE “AWASH” CONDITION.

TheNarvalin June, 1901, made the experiment of remaining for twelve hours under water.

The Ministry of Marine were represented by Naval Surgeon Gibrat, who wrote a full and detailed report on the condition of the crew after their twelve hours’ submersion.

From notices published in the French papers it would appear that “the trial succeeded without incident,” but the impression seems to be general that the crew were in a more or less exhausted condition after their prolonged sojourn beneath the waves, which after all is not to be wondered at.

It appears that after six hours under water the inhaling of artificial air became difficult; the long exclusion of natural atmosphere caused a painful irritation of the nerve centres which even the coolest of the officers could not resist, and anæmia set in accompanied by cerebral compression and sick headache. Trouble was also caused by the working of the accumulators, which liberated among the crew salts of lead and sulphur, causing digestive and intestinal complaints. Dr. Gibrat is reported to have expressed to them that, in the present condition of knowledge, 12 hours is the outside limit of efficient work on a submarine under water.

TheNarvalclass, besides the eponymous vessel, comprises four other submersibles—theSirène(launched May 4, 1901), theTriton(launched July 13, 1901), theEspadon(launched August 31, 1901), and theSilure(launched October 29, 1901). These four resemble theNarvalin most particulars, though in some respects they are improvements on their prototype.

The outer hull of each is made of steel, but the inner hull is made of nickel steel. The choice of the metal is a matter of importance, for the difficulty is to build a hull which possesses sufficient strength to resist the pressure of the water, and yet at the same time is not too expensive. Between the two hulls in the interior of the vessel are seven compartments for water ballast. There are also four water tanks, which are used toregulate the trim of the vessel by introducing water at the last moment.

The inconvenient points of theSirèneand her sister vessels are the same as those of theNarval. A few minutes are sufficient to fill the water-ballast compartments, but, according to a recent article inLa Patrie, it takes a good half-hour to empty them in order to rise to the surface. The operation is begun with compressed air, and continued with a pump worked by electricity. For steaming on the surface of the sea theSirèneuses a triple-expansion engine and a Normand boiler heated by petroleum. For submarine navigation she uses two dynamos connected with the main shaft. These dynamos recharge the accumulators, which are on the Laurent Cely system, in less than 7 hours. The vessel can steam on the surface 21 hours at 12 knots with the petroleum engine, and 625 miles at 8 knots. Under water, making use of the accumulators, she can do 25 miles at 8 knots, or 70 miles at 5 knots. Her armament consists of four torpedoes 17¾ inches in diameter, which are fired by the Drzewiecki system. As the torpedoes are placed on the deck, the vessel must be under the water in order that they may be fired. The crew consists of twelve men, including the lieutenant commander and his sub-lieutenant.

TheSirènerecently underwent a 24 hours’ trial at Cherbourg. Twenty hours were devoted to evolutions on the surface, and the remaining four hours spent under water.

TheSirèneafterwards carried out successful experiments in discharging torpedoes. “TheSirène,” said thePetit Journal, “is at present the most perfect of the submarines. She possesses rapidity of submersion (the time being five minutes), perfect stability and habitability, wide radius of action, and a powerful armament. In a word, she is the true type of an independent submarine capable of acting on the offensive.”

TheTritonmade a trial trip at Cherbourg in October, 1901. Though the sea was rough, she totally submerged herself in 6½ minutes, and remained under water for an hour and a half.

TheEspadonmade her trial plunge on October 18, 1901. She took 8 minutes to sink to a depth of 26 feet, and she remained submerged for 2½ hours.

The cost of theSirènewas £32,000, of theTriton£21,700.

Of the three “offensive” boats provided for in the Budget of 1901 the first, Q 35, is to be built at Cherbourg, after the plans of M. Romazzotti, the builder of theGustave Zédéand theMorse. Her cost is estimated at 19,592 francs.

The second, Q 36, is to be built at Rochefort to the designs of M. Maugas, the designer of theFarfadetclass, and her cost will be 31,973 francs.

The third, Q 37, will be built at Toulon, after the designs of M. Bertin, Director of the Technical Section of Naval Construction, her cost being put down as 36,970 francs.

Up to the time of writing the Department of Construction has refused to divulge the characteristics of these three boats, and has confined itself to mentioning their cost and the name of the designers.

It has been stated in some of the French service journals that Q 37 will be driven on the surface by an alcohol motor, and submerged by compressed air in place of accumulators.

No submarine boats are to be laid down in France in 1902.

In 1903, 13 will be laid down, and by the close of the year 37 are expected to be in commission. By the year 1906 France should be in possession of a submarine flotilla numbering 68 vessels.

Q 38–42 and Q 61–68 are to be built at Toulon, Q 43–50 at Rochefort, and Q 51–60 at Cherbourg.

Of these 31 boats it has been stated that 8 will be submersibles with a double motive power,i.e., a vapour or gas engine and electric accumulators. They are to have a radius of action a little more extended than that of the submarine proper, and will plunge more rapidly than theNarvalandSirène, which have to fill the ballast tanks between the hulls.

APPENDIX IVSUBMARINES OLD AND NEW

To give some description, even of the briefest nature, of every submarine boat that has ever been constructed would necessitate a volume three or four times the size of the present work. There are, however, a few vessels that demand some notice here.

Payerne.

The first inventor to propose a mode of propulsion other than by hand-operated mechanism, was Dr. Payerne, who in the fifties proposed a boat which was propelled by a screw driven by a steam engine, furnished with two boilers, an ordinary boiler-furnished steam for surface navigation; whilst the other, which he termed a “chaudière pyrotechnique,” for use beneath the waves, was so arranged as to burn in hermetically closed furnaces a combustible containing in itself the oxygen necessary for its combustion. The products of combustion escaped by raising a plug so devised as to prevent water entering the fire-box. The combustibles to which Dr. Payerne gave preference were:—

The boat was known by the name ofL’Hydrostat; but, as its inventors were not able to work out their ideas satisfactorily, itwas turned into an ordinary diving-bell, and used for submarine excavations at Cherbourg and at Brest.

Riou.

In 1861 Olivier Riou built two models, one driven by steam (generated by the heat of ether in combustion), and the other by electricity derived from batteries. This is the first occasion that we find electricity requisitioned for the propulsion of an under-water vessel.

Alstitt.

The submarine of Mr. Alstitt, constructed in 1863 at Mobile, in the U.S.A., possesses a great interest in that it was the first to be fitted with two modes of propulsion; the one for navigation on the surface, the other beneath.

Bourgois and Brun.

ThePlongeur, invented by Captain Bourgois and M. Brun, and built at Rochefort in 1863, was the most ambitious attempt that had up till then been made to solve the problem of submarine navigation. It was driven by an 80 h.p. compressed-air engine, and underwent numerous trials; these did not satisfy the officials, and it was eventually converted into a water tank. The armament of thePlongeurwas a spar-torpedo.

Lacomme.

In 1869 Dr. J. A. Lacomme submitted to Napoleon III. a project for a submarine railway across the Channel. Rails were to be laid on the floor of the ocean, and in the event of an accident the submarine car, by reason of its reserve of floatability, could detach itself from the track and rise to the surface. M. Goubet has since proposed a similar “submarine ferry.”

Halstead.

TheIntelligent Whalewas built at Newark in 1872 from the designs of Mr. Halstead. Its novel features were two doors in the bottom through which divers could leave the boat when submerged. On one occasion the boat went down in 16 feet of water and General Sweeney, clad in a diver’s suit, passed out through the bottom manhole, placed a torpedo under a scow anchored there for the purpose, and after entering the boat and moving away to a safe distance,exploded the torpedo by a lanyard and friction primer, and blew the scow to pieces.

Constantin.

During the siege of Paris, André Constantin, a lieutenant in the French navy, built a vessel which was submerged on an entirely novel principle. Instead of admitting water to sink his boat he immersed it by the drawing in of pistons working in cylinders.

Drzewiecki.

The Russian inventor, Drzewiecki, built a vessel at Odessa in 1877, which had two methods of submersion. Whilst in motion a system of sliding weights inclined the boat either upwards or downwards. To regain the horizontal position the weights were brought to the centre. When at rest submersion was obtained by the introduction of water into a central reservoir.

Campbell and Ash.

TheNautilusof these inventors was submerged on the same principle as the boat of André Constantin, viz., by the drawing in of cylinders. The submersion was effected by means of four-cylinders on each side of the vessel, which were drawn in flush and pushed out beyond the side, thus altering the displacement. TheNautilusunderwent some trials in Tilbury Docks in 1888, and the following account is from the pen of Mr. Bennett Burleigh: “A few years ago a gentleman invited a number of officials and specialists down to one of the London docks to see a new submarine boat, which, like so many gone before, was to achieve marvels. There were naval men and military men, and journalists there by the score. Among others were the present chief-instructor of the navy, Sir W. H. White, and Lord Charles Beresford. The writer was on board, but felt a strong natural disinclination to go below or permit any of his friends to adventure. It possibly was an excess of natural timidity. That craft was warranted ‘extra special safe.’ She had water tanks, a false keel that could be slipped off, and cylinders or drums which, pushed out or drawn in from her sides, added or took away from her displacement and buoyancy. Charming intheory, but hydrostatics present strange problems, so note the result. The boat, with Sir W. H. White on board, having made all tight, let water into her tanks, and sank into the profound oleaginous mud of the dock. She remained invisible beneath for a protracted period, greater, in truth, than those upon the dock knew was safe, for she had no air or oxygen storage. We could do nothing but wait and look at our watches. Finally, to everybody’s intense relief, she reappeared. It happened that the boat stuck in the mud, and neither sending out the drums nor unloading the tanks made her rise. Sir William White suggested, when the light was turning blue, as were some faces, moving the crew to the higher end of the craft. It had the desired effect, the boat was lifted from the grip of the mud. Once on top, the engineer undid the manhole and shouted with elation to his friends ashore that they were going down again. Several of the visitors had had more than enough, and the gentleman was pulled down by the legs to make way for those who wished to escape upon deck and reachterra firma. That ‘famous’ submarine craft also followed the course of its predecessors, and shortly after passed into the limbo of forgotten failures.”

It appears that the cylinders declined to out-thrust because the power for working them, though amply sufficient for working in water, was not great enough to drive them into mud, and the inventors had not taken into consideration the adhesiveness of mud.

Waddington.

Mr. J. H. Waddington claimed that his vessel thePorpoise(1886) was the first practical submarine to be propelled by electricity. The electric motor was worked by 45 accumulators of 660 ampere-hours capacity; the maximum current taken by the motor was 66 amperes, the e.m.f. being 90 volts, giving an electrical h.p. of 7·96. The speed was to be 8 miles an hour.

THE “PERAL”: SPAIN’S ONLY SUBMARINE.

The Peral.

This vessel was named after its designer Don Isaac Peral, a Spanish lieutenant, on whom, in reward for his labours, the Spanish Government conferred titles of nobility and an indemnity of 500,000 francs. It was constructed at the Arsenal of Caraca, and launched on October 23, 1887. It measured 72 feet from stem to stern, and was 9 feet in beam. The motive power was furnished by two electric motors of 30 h.p. each driving two screws; 600 accumulators supplied the power for all purposes. During its trials in 1889 thePeralwas ordered to proceed to sea to blow up an old hull placed at a distance of some two or three miles from shore in Cadiz Bay, running a long distance under water in search of the supposed ironclad. The boat was subsequently reported to have successfully accomplished this feat, and, as a consequence, the Spanish Government would, it was said, order several vessels of this type for the defence of the coasts of the Peninsula. A public subscription was started in Spain. For a time great enthusiasm prevailed, but as Spain made no use of thePeralduring the Spanish-American War it may be presumed that the interest in under-water vessels soon died out. On the 28th of June, 1890,a night attack was made by thePeralagainst the cruiserColon. The latter, in spite of its powerful electrical projectors, failed to pick out the submarine, which advanced within 10 metres of the cruiser to discharge itstorpedo. During the year 1898 several accounts appeared in the papers relating to a wonderful submarine which the Spanish Government was said to have purchased. It consisted of a large steel sphere, so solidly constructed that it could resist the pressure of the water no matter at how great a depth. Its exterior diameter was 9 feet 9 inches, and the shell measured 4 inches in thickness. It weighed 10 tons, and contained sufficient air for a crew of three for 48 hours. Electric accumulators drove it at a speed of 4 to 5 knots. It was suggested that the submarine might be connected by an electric cable with a battleship and a cruiser, thus enabling them to steer a safe course through a channel laid with mines.

A “cutter” was fixed in the bows to destroy submarine cables of all kinds.

Goubet.

M. Goubet has built several submarine boats.Goubet I.was built at Paris in 1888, and like all the vessels designed by this inventor, its weight when submerged equals the weight of the water it displaces. To prevent it diving to the bottom or rising to the surface, water is automatically pumped from the forward to the after tank, orvice versâ. The sole motive power of all the Goubet boats is electricity.Goubet I.was only 16 feet long and displaced one ton. The crew consisted of two men, who sat back to back on a case containing all the machinery and the air reservoirs. The armament was a torpedo carried on the outside of the hull and released from the interior. By its reserve of buoyancy it rose until it caught on to the enemy’s bottom by spikes; it was then exploded electrically.

Goubet II.was 26 feet long, but its speed was only some 5½ knots. In February, 1901, she underwent some trials in France. According to theEcho de Paristhe results were very poor. Her extreme radius was 25 miles, her greatest speed less than 4 knots, and she never succeeded in launching a torpedo. In some books of reference it is stated that 300 Goubet boats were ordered by the Russian Government in1881, and that 50 had been delivered by 1883, but it is very doubtful if Russia has a single Goubet boat at the present day capable of being used in the event of war. Brazil is also said to be a possessor of some boats designed by M. Goubet, who a few weeks ago was reported to have sold his patents to a British company.

Italy.

The Italian navy is credited with possessing at least two submarines, theAudaceand theDelfino. The latter cost £12,000, and is cigar-shaped and of steel. Its length is about 78 feet, and its diameter 9 feet. When wholly immersed its displacement is about 107 tons. The motive power is an electric battery of 300 accumulators. It is propelled by a screw, while above are two smaller screws by which the vessel is immersed or raised. Its armament consists of two torpedo tubes in the bow. The provision of air is sufficient for a crew of 12 men for a period of seven to eight hours.[12]

12. In June, 1902, the sum of 800,000 lire was sanctioned for the construction of a new Italian submarine.

Russia.

It has often been stated that the Russian Government some years since ordered 300 Goubet submarines, the hulls to be built in Russia, and the engines and mechanism to come from France. Whether any of these are to-day possessed by Russia is very doubtful.

Last year the construction of a submarine boat, designed by Lieutenant Kolbassieff and Naval Engineer Konteinikoff, was begun at Cronstadt. She is cigar-shaped with a piece cut-away along the upper part. On the sides forward there are blades which are used in sinking or raising the boat.

Six more submarines are said to be building at Cronstadt. Most of the reports of these are mythical, more especially that which credits one of these, “a vessel which combines in itself the properties of a submarine and an ordinary warship,” with a speed of “60 knots on the surface and 30 knots submerged.”

Brazil.

Señor Mello Marques, formerly of the Brazilian navy, hasinvented a new type of submarine boat, which was tried last year as a model in a tank in the presence of the President of the Republic, the Minister of Marine, and others. The propelling power appears to be electricity solely. It is stated that the Government has decided to have a larger boat built for the final trials.

Germany.

Experiments have been carried out during the past few years with submarines in Germany, but few details are obtainable. A boat designed by an ex-lieutenant of the German navy was built to the order of the Cyclops Company, Messrs. Schwartzkopff and Messrs. Howaldt, in the yards of the last-named firm. It has been stated that this boat has made 16·5 knots on the surface and 9·5 beneath.

Norway.

As some Norwegian naval officers were present at the trials of theFultonlast autumn, it is thought possible that Norway will shortly acquire one or more of theHollandtype. Admiral Borreseu is reported to have asked for £35,000 for this purpose.

Sweden.

Mr. Euroth, a Swedish engineer, has offered a submarine to the Swedish Government. Its dimensions are—length, 82 feet; beam, 13 feet; diameter, 11½ feet; displacement (light), 142 tons; (submerged) 146 tons; engines 100 h.p., supplied by two boilers heated by oil; speed 12 knots surface and 6 submerged. The boilers do no function when the boat is submerged, the engines being then partly driven by the steam already generated, and partly by compressed air stored fore and aft.

Portugal.

In October last trials were made with a model of a new submarine invented by Lieutenant Foutes, who designed thePlongeur, built in Portugal, and tried in 1892.

APPENDIX VTHE “LAKE” SUBMARINES

The Right Rev. John Wilkins, from whose book “Mathematical Magick” some extracts have been given, was far-seeing enough to predict that a submarine vessel would prove of great value in the discovery of submarine treasures, “not only,” as he expressed it, “in regard of what hath been drowned by wreck, but the several precious things that grow there, as pearl, coral, mines, with innumerable other things of great value, which may be much more easily found out and fetched up by the help of this, than by any other usual way of the Urinators.” Could newspapers and magazines but find their way to the shades, Dr. Wilkins would be enchanted to find that his dream has been realised, and that a vessel has actually been constructed for the purpose of harvesting some of the treasures of the deep.

TheArgonaut, designed by Mr. Simon Lake, of Baltimore, is a vessel which rolls along the floor of the ocean as a carriage rolls along the highway. In this it differs from any other under-water craft either projected or constructed, for all previous inventors have attempted to navigate their boats between the surface and the bottom. In the invention of this type of submarine boat Mr. Lake elaborated an idea which the United States Patent Office described to be absolutely original, and theArgonauthas undoubtedly done things that no other vessel has before accomplished.

Mr. Lake built his first experimental submarine boat, theArgonaut Junior, in 1894. After several successful descents she was abandoned, and now lies at Atlantic Highlands, half buried in the sand. Her dimensions were: length, 14 feet, beam 4½ feet, depth 5 feet.Argonaut No. 2was a much bigger boat, and proved that Mr. Lake’s theories were substantially correct. She is 36 feet long. Her diameter amidships is 9 feet; her displacement when entirely submerged is about 59 tons; her draught when at the surface is 10 feet, and when submerged 15 feet. She is built of steel plates ⅜ inch in thickness, and double-riveted over strong steel frames. She is provided with a 30 h.p. “White and Middleton” gasoline engine, which propels her both on the surface and while submerged, and runs all the auxiliary machinery. She has two Mannesmann steel reservoirs for the storage of compressed air, which have been tested to a pressure of 4,000 lbs. per square inch. She is provided with air compressors, water-ballast pumps, and hoisting machinery for raising or lowering her two down-haul weights. She is lighted by incandescent electric lamps throughout, and carries a 4,000 candle-power searchlight in her bows, all run by a dynamo. Machinery for driving her side driving-wheels and various gauges for determining depth, rate of speed and air pressure, are also provided, together with a complete outfit for divers, who are equipped with telephones and electric lamps.

The following account of his boat was written by Mr. Simon Lake himself, and we have his permission to reprint it here:—

THE “ARGONAUT” IN DRY DOCK.

The hull of the vessel is mounted on three wheels. Of these E is the rudder, for surface steering, and is also the guiding wheel when the vessel is running on the sea bottom; and C is one of the supporting and driving wheels, of which there are two, one on each side. BB are two anchor weights, each weighing 1,000 pounds, attached to cables, and capable of being hauled up or lowered by a drum and mechanism within the boat: 0000 are water-ballast compartments contained within the boat; H is the diver’s compartment, situated forward, with an exit door opening outward in the bottom; while G is an airlock. When it is desired to submerge the vessel, the anchor weights BB are first lowered to the bottom; water is then allowed to enter the water-ballast compartments until her buoyancy is less than the weight of the two anchors, say 1,500 lbs.; the cables connecting with the weights are then wound in, and the vessel is thus hauled to the bottom, until she comes to rest on her three wheels. The weights are then hauled into their pockets in the keel, and it is evident that she is resting on the wheels with a weight equal to the difference between her buoyancy with the weights at the bottom, and the weights in their pockets, or 500 lbs. Now this weight may be increased or diminished as we please, either by admitting more water into the ballast tanks or by pumpingsome out. Thus it will be seen that we have perfect control of the vessel in submerging her, as we may haul her down as fast or as slow as we please, and by having her rest in the bottom with sufficient weight to prevent the currents from moving her out of the course, we may start up our propeller or driving-wheels and drive her at will over the bottom, the same as a tricycle is propelled on the surface of the earth in the upper air. In muddy bottoms, we rest with a weight not much over 100 lbs.; while on hard bottoms, or where there are strong currents, we sometimes rest on the wheels with a weight of from 1,000 to 1,500 lbs. Thus the effect of currents and wave motion, and the maintenance of trim and equilibrium are not factors in the successful navigation of the vessel; in fact, navigation becomes surer on the surface, as one is travelling in a medium which does not constantly change like the surface water from the effects of winds, waves, and currents. When the divers desire to leave the vessel they go into the diver’s compartment, located in the forward portion of the ship, and close the door communicating with the living quarters. This door closes on rubber packing, and is air-tight. Air is then admitted into the compartment from compressed-air reservoirs, until the pressure of air equals that of the surrounding water. The bottom door may then be opened, and no water will come into the boat, as the pressure of air contained within the compartment offers an invisible barrier to its entrance, and the divers may pass in and out as frequently as they please. TheArgonautis fitted with a White and Middleton gasoline engine of 30 h.p., which operates the screws the driving wheels, the dynamo, the air compressors, anchor hoists, and derrick-operating machinery. She is provided with two Mannesmann steel tubes, in which sufficient air may be stored, with what is contained in the boat, to last the crew for twenty-four hours without obtaining a fresh supply from the surface. In theArgonaut, however, and probably in all such craft used for commercial pursuits, as ausual thing, there will be a connection with the surface, through which a constant supply of air may be drawn, either by the masts, as shown in the views, one of which supplies air to the interior of the vessel, the other being utilised as an exhaust from the engine, or through suction hose extending to a buoy on the surface. While the engine is running there is about fifty cubic feet of air flowing into the boat per minute; and when the engine is closed down there may be a flow of air maintained by an auxiliary blower, so that it is possible to remain below for days, or even weeks, at a time.

The course is directed by an ordinary compass when on the bottom, and it is found that the needle responds as quickly and is as accurate as when on the surface. Notwithstanding the fact that theArgonautis quite a small vessel, a crew of five men have lived aboard her during an experimental cruise extending over two months, during which she travelled over 1,000 miles under her own power, partly on the surface and partly on the bottom. The trip was made to demonstrate the practicability of vessels of her type travelling on various kinds of bottoms; also to demonstrate her seaworthiness and capabilities in searching the bottom, in working on sunken wrecks, finding and taking up submerged cables, &c.

We have been in some pretty rough weather, and found that she was perfectly seaworthy. Of course, being so small and of such weight, the seas at times would wash clear over her decks. This, however, caused no inconvenience to those below, as her stability was such that she would roll or pitch very little, even though the seas were breaking over her in great volume. We have been cruising on the bottom in rivers, in Chesapeake Bay and beneath the Broad Atlantic. In the rivers we invariably found a muddy bed; in the bay we found bottoms of various kinds, in some places so soft that our divers would sink up to their knees, while in other places the ground would be hard, and at one place we ran across a bottom which was composed of a loose gravel, resembling shelled corn. Out in the ocean,however, was found the ideal submarine course, consisting of a fine gray sand, almost as hard as a macadamised road, and very level and uniform.

During this trip we investigated several sunken wrecks, of which there are a great many in Chesapeake Bay and on the coast adjacent thereto. The vessels we boarded were coal-laden craft, and of themselves not of much value; but the coal would pay handsomely for its recovery, which could be readily accomplished with the proper equipment. We found one old wreck, said to have gone down some forty years ago near the mouth of the Patuxent River. There was nothing in sight except a few timbers and deck beams, and these were nearly consumed by the teredo—a boring worm which completely honeycombs any timber it may attack. We pulled up some of the planks of this vessel, which had a numerous growth of oysters, mussels, and several kinds of submarine vegetation clinging to them. The portion of the timbers not eaten by the teredo was found to be almost as hard as iron, and thoroughly impregnated with the dark-blue mud in which the hull lies buried. After the timbers were hauled to the surface, in sawing them in two, we noticed a very strong odour of yellow pine, and so learned that they must be of that wood, though they were as black as ebony. Toad-fish had evidently found this old wreck a congenial habitation, and when the diver’s hand comes in contact with the slimy back of one of these horrible-looking, strong-jawed, big-mouthed fish, he pulls it back pretty quickly. The piece we pulled up had within it three of these fish, which had taken up their abode in portions of the timber that had been eaten away, and one was a prisoner in a recess which, evidently, he had entered when small, and had grown too large to get out. In a wreck near Cape Henry, fish were very numerous, principally bass and croakers, though two or three small sharks were seen in the vicinity.

It might prove interesting to copy one day’s experiences from our log-book. This day we submerged for the purposeof discovering how much weight was necessary to prevent the current from moving theArgonautin a strong tideway (Hampton Roads), and also to discover if there was any difference in starting our machinery again under water after it had been shut down for several hours. I copy verbatim from the log-book under date of July 28, 1898:—

THE “ARGONAUT” AWASH.

“We spent some hours with Hampton Roads as headquarters, and made several descents in the waters adjacent thereto; we were desirous of making a search for the cables which connected with the mines guarding the entrance to the harbour, but could not obtain permission from the authorities, who were afraid we might accidentally sever them, which would, of course, make their entire system of defence useless.It was, therefore, necessary for us, in order to demonstrate the practicability of vessels of this type for this purpose, to lay a cable ourselves, which we did, across the channel leading into the Patuxent River. We then submerged, and taking our bearings by the compass, ran over the bottom, with the door in our diving compartment open, until we came across the cable, which we hauled up into the compartment with a hook only about 4½ feet long, and we could not avoid the impression that it would be a very easy thing to destroy the efficiency of the present mine system. And how many lives might have been saved, and millions of dollars besides, had our navy been provided with a craft of this type to lead the way into Santiago, Havana, or San Juan, off which ports squadrons were compelled to lie for weeks and months owing to fear of the mines.”

I have frequently been asked my sensations on going beneath the water—whether I had any fear of not being able to come up again, and whether it did not require a lot of courage. I usually reply that I have always been too busy and interested for fears or sensations, and that it does not require any courage on my part, as I am so thoroughly satisfied of the correctness of the principles upon which theArgonautis constructed and the strength of the structure as to have no doubts or fears of any kind; but I do think it requires courage on the part of those who do not understand all the principles involved, and who simply trust their lives in my hands. Quite a number of people have made descents in the vessel, but in only one or two instances have I seen them show any signs of fear.

In one instance, during our trials in the Patapsco, several gentlemen were very importunate in requesting the privilege of making a descent the next time we were to submerge. They were accordingly notified when the boat was to go down. At the appointed time, however, some of them did not appear, and of those who did not one at the last wouldventure. I have no doubt had we made the descent at the time they made the request all would have gone, but thinking about it for a couple of days made them change their minds.

On another trip we had a college professor on board who could not understand exactly how our men could get out of the boat. I told him to come into the diver’s compartment and I would explain it to him. Accordingly he reluctantly, as I thought, entered the compartment, which in theArgonautis a little room only four feet long and a little wider. After closing the door I noticed that the colour was leaving his face and a few beads of perspiration were standing out upon his forehead, and had he been any one else than a professor or, possibly, a newspaper man, I would not have gone any further with the experiment. The door, however, was closed and securely fastened. I then opened the valve a full turn, and the air began to rush in with a great noise. He grabbed hold of one of the frames and glanced with longing eyes at the door we had just entered. I then turned off the air and said, “By the way, Professor, are you troubled with heart disease?” He said, placing his hand over his heart, “Why, yes, my heart is a little affected.” Remarking, “Oh, well, this little depth will not hurt you,” I turned on the air again after saying to him, “If you feel any pain in your ears swallow as if you were drinking water.” He immediately commenced swallowing, and during that half-minute or so we were getting the pressure on I believe he swallowed enough to have drunk a bucketful of water. After getting the desired pressure I stooped down and commenced to unscrew the bolts, holding the door which leads out into the water. Our professor said, “What are you doing now?” I answered, “I am going to open this door so that you can see the bottom.” Throwing out his hands he said, “No, no. Don’t do that. I would not put you to that trouble for the world.” However, about that time the door dropped down, and as he saw the water didnot come in the colour returned to his face, and he exclaimed, “Well, if I had not seen it I would never have believed it!”

Mr. Lake declares that as a submarine torpedo-boat his vessel will be practically invincible. She could, he claims, approach a stationary enemy on the bottom and rise up under the water and secure a time-fuse torpedo to her bottom, and she could be fitted with tubes to fire automobile torpedoes. She could also find cables to repair or cut them, and could be used for countermining purposes. TheArgonautis, however, intended not so much for warfare as for recovering treasures from the deep, and for the coral, sponge, pearl, and similar industries. It has been calculated that of the cargoes, treasures and vessels lost in the merchant service the aggregate amounts to over one hundred millions of dollars per year, and the loss has, of course, been going on for many years.

“There is every reason to believe,” says a writer, “that the sea is even richer than the earth, owing to the millions of shipwrecks which have swallowed up so many a royal fortune; the wealth lying at the bottom of the ocean transcends the fabulous riches of the Klondyke.”

The recovery of sunken treasure has always exercised a great fascination over certain minds, and much money has been spent in devising means whereby it might be brought again to the surface. Hitherto the results have not been such as might have been desired, but theArgonautseems to promise success in the future.

Mr. Lake believes that the majority of the great losses on the ocean occur in waters in which it will be practical to operate with submarine boats of theArgonauttype. The bottom around the coast lines of the United States is principally composed of a hard white or grey sand and is very uniform. The depth increases from the shore at the average rate of about 6 feet per mile, and the bottom forms “an ideal roadway.” TheArgonautcan descend to 100 feet below thesurface. Needless to say, there are ocean depths where the pressure would be so great that man could never live, but Mr. Lake appears to think that exploring the ocean bed, within certain limits, will become in the near future almost as common as travelling on the surface.

Mr. Lake’s third under-water vessel,Argonaut No. 3, is built of steel, is 66 feet long and 10 feet wide, and displaces 100 tons; the motive power is gasoline, and the air chambers contain 13,000 cubic feet of air. She has four large wheels for running on the bottom and also twin screws for the surface.

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