Aircraft and Submarines Part 20

It is usually known as the _Fenian Ram_, and is still in existence at New Haven, Connecticut, where a series of financial and political complications finally landed her.

These two boats added vastly to Holland's knowledge concerning submarine navigation. A few others which he built with his own means increased this fund of knowledge and step by step he came nearer to his goal. By 1888 his reputation as a submarine engineer and navigator had grown to such an extent that Holland was asked by the famous Philadelphia s.h.i.+pbuilders, the Cramps, to submit to them designs for a submarine boat to be built by the United States Government. Only one other design was submitted and this was by the Scandinavian, Nordenfeldt.

William C. Whitney, then Secretary of the United States Navy, accepted Holland's design. Month after month pa.s.sed by wasted by the usual governmental red tape, and when all preliminary arrangements had been made and the contract for the actual building of an experimental boat was to be drawn up, a sudden change in the administration resulted in the dropping of the entire plan.

Holland's faith in the future submarine and in his own ability was still unshaken, but this was not the case with his financial condition. None of the boats he had built so far had brought him any profits and on some he had lost everything that he had put into them. His financial support, for which he relied entirely upon relatives and friends, was practically exhausted. But fortunately on March 3, 1893, Congress appropriated a sum of money to defray the expenses of constructing an experimental submarine. Invitations to inventors were extended. So precarious was Holland's financial condition at that time that he found it necessary to borrow the small sum of money involved in making plans which he had to submit.

It is claimed that he succeeded in doing this in a manner highly typical of his thoroughness.

He needed only about $350.00 but even this comparatively small sum was more than he had. However, he happened to be lunching with a young lawyer just about this time and began to tell him about his financial difficulties. Holland told him that if he only had $347.19 he could prepare the plans and pay the necessary fees. And that done, he was sure of being able to win the compet.i.tion. His lawyer friend, of course, had been approached before by other people for loans. Invariably they had asked him for some round sum and Holland's request for $347.19 when he might just as well have asked for $350.00 aroused his interest. He asked the inventor what the nineteen cents were to be used for. Quick as a flash he was told that they were needed to pay for a particular type of ruler necessary to draw the required plans. So impressed was the lawyer with Holland's accuracy and honesty in asking not a cent more than he actually needed that he at once advanced the money. And a good investment it turned out to be. For in exchange he received a good-sized block of stock in the Holland Torpedo Boat Company which in later years made him a multi-millionaire.

Holland's plans did win the compet.i.tion just as he a.s.serted that they would; but, of course, winning a prize, offered by a government, and getting that government to do something about it, are two different matters. So two years went by before the Holland Torpedo Boat Company at last was able to start with the construction of the new submarine which was to be called the _Plunger_.

The princ.i.p.al feature of this new boat was that it was to have a steam engine for surface navigation and an electric motor for underwater navigation. This arrangement was not so much a new invention of Holland's as an adaptation of ideas which had been promulgated by others. Especially indebted was he in this respect to Commander Hovgaard of the Danish navy who, in 1887, had published an important book on the subject of double propulsion in submarines.

Though Holland had made many improvements on these earlier theories, he soon found out that even at that there was going to be serious trouble with the _Plunger's_ engines. The boat had been launched in 1897; but instead of finis.h.i.+ng it, he persuaded the government to permit his company to build a new boat, and to return to the government all the money so far expended on the _Plunger_.

The new boat, _Holland No. 8_, was started immediately and completed in record time but she, too, was unsatisfactory to the inventor. So without loss of time he went ahead and built another boat, the _Holland No. 9_, which, as we have said, became the first United States submarine.

Two other men submitted plans for submarine boats in the compet.i.tion which was won by the Holland boat, George C. Baker and Simon Lake.

Neither of these was accepted. Mr. Baker made no further efforts to find out if his plans would result in a practicable submarine boat.

But Simon Lake was not so easily discouraged.

It is very interesting that the United States Navy Department at that time demanded that plans submitted for this compet.i.tion should meet the following specifications:

1. Safety.

2. Facility and certainty of action when submerged.

3. Speed when running on the surface.

4. Speed when submerged.

5. Endurance, both submerged and on the surface.

6. Stability.

7. Visibility of object to be attacked.

In spite of the many years that have pa.s.sed since this compet.i.tion and in spite of the tremendous progress that has been made in submarine construction these are still the essential requirements necessary to make a successful submarine boat.

The designs submitted by Mr. Lake provided for a twin-screw vessel, 80 feet long, 10 feet beam, and 115 tons displacement, with 400 horse-power steam engines for surface propulsion and 70 horse-power motors for submerged work. The boat was to have a double hull, the s.p.a.ces between the inner and the outer hulls forming water ballast tanks. There were to be four torpedo tubes, two forward and two aft.

In an article published in 1915 in _International Marine Engineering_, Mr. Lake says about his 1893 design:

The new and novel feature which attracted the most attention and skepticism regarding this design was (the author was later informed by a member of the board) the claim made that the vessel could readily navigate over the waterbed itself, and that while navigating on the waterbed a door could be opened in the bottom of a compartment and the water kept from entering the vessel by means of compressed air, and that the crew could, by donning diving suits, readily leave and enter the vessel while submerged.

Another novel feature was in the method of controlling the depth of submergence when navigating between the surface and waterbed.

The vessel was designed to always submerge and navigate on a level keel rather than to be inclined down or up by the back, to "dive" or "rise." This maintenance of a level keel while submerged was provided for by the installation of four depth regulating vanes which I later termed "hydroplanes" to distinguish them from the forward and aft levelling vanes or horizontal rudders. These hydroplanes were located at equal distances forward and aft of the center of gravity and buoyancy of the vessel when in the submerged condition, so as not to disturb the vessel when the planes were inclined down or up to cause the vessel to submerge or rise when under way.

I also used, in conjunction with the hydroplanes, horizontal rudders which I then called "levelling vanes," as their purpose was just the opposite from that of the horizontal rudder used in the diving type of vessel. They were operated by a pendulum controlling device to be inclined so as to always maintain the vessel on a level keel rather than to cause her to depart therefrom. When I came to try this combination out in practice, I found hand control of the horizontal rudders was sufficient. If vessels with this system of control have a sufficient amount of stability, you will run for hours and automatically maintain both a constant depth and a level keel, without the depth control man touching either the hydroplane or horizontal rudder control gear.

This automatic maintenance of depth without manipulating the hydroplanes or rudders was a performance not antic.i.p.ated, nor claimed in my original patent on the above-mentioned combination, and what caused these vessels to function in this manner remained a mystery, which was unsolved until I built a model tank in 1905 in Berlin, Germany, and conducted a series of experiments on models of submarines. I then learned that a down pull of a hydroplane at a given degree of inclination varied according to its depth of submergence and that the deeper the submergence, the less the down pull. This works out to give automatic trim on a substantially level keel, and I have known of vessels running for a period of two hours without variation of depth of one foot and without once changing the inclination of either the hydroplanes or the horizontal rudder.

A great deal of skepticism was displayed for many years towards this new system of controlling the depth of submergence. But in recent years all the latest submarine boats have been built on this plan.

Who, then, was this mechanical genius who was responsible for these far-going changes in submarine construction? Simon Lake was born at Pleasantville, New Jersey, September 4, 1866. He was educated at Clinton Liberal Inst.i.tute, Fort Plain, New York, and Franklin Inst.i.tute, Philadelphia. Early in life he displayed a marked interest in and genius for mechanical problems. His lack of success in the 1893 compet.i.tion only spurred him on to further efforts. As long as the United States Government was unwilling to a.s.sist him in building his submarine boat, there was nothing left for him except to build it from his own means. In 1894, therefore, he set to work on an experimental boat, called the _Argonaut, Jr._ According to Mr.

Lake's description as published in _International Marine Engineering_ in a series of articles from his pen the _Argonaut, Jr._, was

provided with three wheels, two on either side forward and one aft, the latter acting as a steering wheel. When on the bottom the wheels were rotated by hand by one or two men inside the boat. Her displacement was about seven tons, yet she could be propelled at a moderate walking gait when on the bottom. She was also fitted with an air lock and diver's compartment, so arranged that by putting an air pressure on the diver's compartment equal to the water pressure outside, a bottom door could be opened and no water would come into the vessel. Then by putting on a pair of rubber boots the operator could walk around on the sea bottom and push the boat along with him and pick up objects, such as clams, oysters, etc. from the sea bottom.

So much interest was aroused by this little wooden boat that Mr.

Lake was enabled to finance the building of a larger boat, called the _Argonaut_. It was designed in 1895 and built in 1897 at Baltimore.

Concerning the _Argonaut_ Mr. Lake says in the same article:

The _Argonaut_ as originally built was 36 feet long and 9 feet in diameter. She was the first submarine to be fitted with an internal-combustion engine. She was propelled with a thirty horse-power gasoline (petrol) engine driving a screw propeller.

She was fitted with two toothed driving wheels forward which were revolved by suitable gearing when navigating on the waterbed, or they could be disconnected from this gearing and permitted to revolve freely, propulsion being secured by the screw propeller.

A wheel in the rudder enabled her to be steered in any direction when on the bottom. She also had a diving compartment to enable divers to leave or enter the vessel when submerged, to operate on wrecks or to permit inspection of the bottom or to recover sh.e.l.lfish. She also had a lookout compartment in the extreme bow, with a powerful searchlight to light up a pathway in front of her as she moved along over the waterbed. This searchlight I later found of little value except for night work in clear water. In clear water the sunlight would permit of as good vision without the use of the light as with it, while if the water was not clear, no amount of light would permit of vision through it for any considerable distance.

In January, 1898 [says Mr. Lake], while the _Argonaut_ was submerged, telephone conversation was held from submerged stations with Baltimore, Was.h.i.+ngton, and New York.

In 1898, also, the _Argonaut_ made the trip from Norfolk to New York under her own power and unescorted. In her original form she was a cigar-shaped craft with only a small percentage of reserve buoyancy in her surface cruising condition. We were caught out in the severe November northeast storm of 1898 in which over 200 vessels were lost and we did not succeed in reaching a harbour in the "horseshoe" back of Sandy Hook until, of course, in the morning. The seas were so rough they would break over her conning tower in such ma.s.ses I was obliged to lash myself fast to prevent being swept overboard. It was freezing weather and I was soaked and covered with ice on reaching harbour.

This experience caused me to apply to the _Argonaut_ a further improvement for which I had already applied for a patent. This was, doubled around the usual pressure resisting body of a submarine, a s.h.i.+p-shape form of light plating which would give greater seaworthiness, better surface speed, and make the vessel more habitable for surface navigation. It would, in other words, make a "sea-going submarine," which the usual form of cigar-shaped vessel was not, as it would not have sufficient surface buoyancy to enable it to rise with the seas and the seas would sweep over it as they would sweep over a partly submerged rock.

The _Argonaut_ was, therefore, taken to Brooklyn, twenty feet added to her length, and a light water-tight buoyancy superstructure of s.h.i.+p-shape form added. This superstructure was opened to the sea when it was desired to submerge the vessel, and water was permitted to enter the s.p.a.ce between the light plating of the s.h.i.+p-shaped form and the heavy plating of the pressure resisting hull. This equalized pressure on the light plates and prevented their becoming deformed due to pressure. The superstructure increased her reserve of buoyancy in the surface cruising condition from about 10 per cent. to over 40 per cent.

and lifted right up to the seas like any ordinary type of surface vessel, instead of being buried by them in rough weather.

This feature of construction has been adopted by the Germans, Italians, Russians, and in all the latest types of French boats.

It is the princ.i.p.al feature which distinguishes them in their surface appearance from the earlier cigar-shaped boats of the diving type. This s.h.i.+p-shaped form of hull is only suited to the level keel submergence.

In those days submarine boats were a much more unusual sight than they are to-day and simple fishermen who had never read or heard about submarines undoubtedly experienced disturbing sensations when they ran across their first underwater boat. Mr. Lake, a short time ago, while addressing a meeting of electrical engineers in Brooklyn, told the following experience which he had on one of his trips in the _Argonaut_:

On the first trip down the Chesapeake Bay, we had been running along in forty feet of water and had been down about four hours.

Night was coming on, so we decided to come up to find out where we were. I noticed one of those Chesapeake "Bug Eyes" lighting just to leeward of us, and, as I opened the conning tower hatch, called to the men aboard to find out where we were. As soon as I did so, he turned his boat around and made straight for the beach. I thought he was rather discourteous. He ran his boat up on that beach and never stopped; the last I saw of him was when he jumped ash.o.r.e and started to run inland as hard as he and his helper could go. Finally I learned we were just above the mouth of the York or Rappahannock River and I found a sort of inland harbour back of it. I decided to put up there for the night. Then learning that there was a store nearby, we called after dark for more provisions and I noticed a large crowd there. We got what we wanted, and stepped outside the door. He asked us where we were from. "We are down here in the submarine boat, _Argonaut_, making an experimental trip down the bay." He then commenced to laugh.

"That explains it," he said; "just before nightfall, Captain So-and-So and his mate came running up here to the store just as hard as they could, and both dropped down exhausted, and when we were able to get anything out of them, they told a very strange story. That's why all these people are here." This is the story the storekeeper told me: "The men were out dredging and all at once they noticed a buoy with a red flag on it, and that buoy was going against the tide, and they could not understand it. It came up alongside, and they heard a 'puff, puff,' something like a locomotive puffing, and then they smelt sulphur." (The "puff, puff" was the exhaust of our engine and those fumes were what they thought was sulphur.) "Just then the thing rose up out of the water, then the smokestack appeared, and then the devil came right out of that smokestack."

In the January, 1899, issue of _McClure's Magazine_ there appeared a profusely ill.u.s.trated article ent.i.tled "Voyaging under the Sea." The first part of it, "The Submarine Boat _Argonaut_ and her Achievements," was written by Simon Lake himself. In it he quotes as follows from the log book of the _Argonaut_ under date of July 28, 1898.

Submerged at 8.20 A. M. in about thirty feet of water.

Temperature in living compartment, eighty-three degrees Fahrenheit. Compa.s.s bearing west-north-west, one quarter west.

Quite a lively sea running on the surface, also strong current.

At 10.45 A. M. shut down engine; temperature, eighty-eight degrees Fahrenheit.

After engine was shut down, we could hear the wind blowing past our pipes extending above the surface; we could also tell by the sound when any steamers were in the vicinity. We first allowed the boat to settle gradually to the bottom, with the tide running ebb; after a time the tide changed, and she would work slightly sideways; we admitted about four hundred pounds of water additional, but she still would move occasionally, so that a pendulum nine inches long would sway one eighth of an inch (thwarts.h.i.+p). At 12 o'clock (noon) temperature was eighty-seven degrees Fahrenheit; at 2.45 P. M. the temperature was still eighty-seven degrees Fahrenheit. There were no signs of carbonic acid gas at 2.45, although the engine had been closed down for three hours and no fresh air had been admitted during the time.

Could hear the whistle of boats on the surface, and also their propellers when running close, to the boat. At 3.30 the temperature had dropped to eighty-five degrees. At 3.45 found a little sign of carbonic acid gas, very slight, however, as a candle would burn fairly bright in the pits. Thought we could detect a smell of gasoline by comparing the fresh air which came down the pipe (when hand blower was turned). Storage lamps were burning during the five hours of submergence, while engine was not running.

At 3.50 engine was again started, and went off nicely. Went into diving compartment and opened door; came out through air-lock, and left pressure there; found the wheels had buried about ten inches or one foot, as the bottom had several inches of mud. We had 500 pounds of air in the tanks, and it ran the pressure down to 250 pounds to open the door in about thirty feet.

The temperature fell in the diving compartment to eighty-two degrees after the compressed air was let in.

Cooked clam fritters and coffee for supper. The spirits of the crew appeared to improve the longer we remained below; the time was spent in catching clams, singing, trying to waltz, playing cards, and writing letters to wives and sweethearts.

Our only visitors during the day were a couple of black ba.s.s that came and looked in at the windows with a great deal of apparent interest.

In future boats, it will be well to provide a smoking compartment, as most of the crew had their smoking apparatus all ready as soon as we came up.

Started pumps at 6.20, and arrived at the surface at 6.30. Down altogether ten hours and fifteen minutes. People on pilot boat _Calvert_ thought we were all hands drowned.