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Canadian Instituta for Historical Mlcroraproductions / InstKut Canadian da microraproductions historiq

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Technical and Bibliographic Notes / Notes techniques et bibiiographiquesThe InstHule has attempted to obtain the best originalcopy available for filming. Features of this copy whichmay be bibTiographically unique, which may alter any ofthe images in the reproduction, or which maysignificantly change the usual method of filming arechecked below.

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r~^ Additional comments Pagination is as follows: p.VlA Commentaires suppl^menlaires: La pagination est comme suit119-138.

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Th copy lmd hr hM bMn rapfoducsd thanksto th gsnarosity of:

Archives of OntarioToronto

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i1

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Submarine Boats

ICOMMANDER WILHAM HOVGAARD

/ Ttchnthgy. B$lon, Mmu.

From th Transactions of the Royal Canadian InstituU, Toronto.

t'NIVBItllTV OF TORONTO rSS,1916

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9l5l StUMAKINt IJoAI- ll

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lao Transactions of the Royal Canadun Institutb (vol.submarine boat before the Directory, but it was not till thre^ years lawhen he offered his design fo Bonaparte, who was then First Consthat h.s plans were seriously r-nsidered. Bonaparte saw the posbd.t.es of the new weapon and appointed a Co,mittee consistiVolney, Monge. and Laplace, who gave a favorable report. A sumIO.OOO francs was appropriated for the purpose and an cxperimi^boat was constructed. The shell plating of tZ boat was ofCwitiron frames. The boat wa.s propelled by hand-driven screws FuUdescended to a depth of 25 ft. and remained under water for more 1he'at H S' ' ^ ' ^*'' ' ^^ ^''^^'^ air in a tank forTen walthe a.r. He blew up a small vessel in the harbor of Brest, attachingmme to her bottom. In spite of the relative success of the ex^rimen'Napoleon realised that the speed, which was only two knots w^ZmaU for military purposes, and nothing furthe- was doneUunng the Civil War in America a number of so-called Davidwere bu.lt by the Confederates. Although referred to rsubm^nboats, they were p^bably most of themûrface lâtl go ng awlwith very httle freeboard, showing practically only a cupola a^ve tsurace. Some of them were designed for diving^ but if s not kLwthat any of them operated successfully under water Mos ofZ Zlsere constructed of iron plates and some were propel e^ by sêl^power They were built in haste with limited resource aS Z^^Znmitive in construction. They are of interest chSyTcaunJevwere actually ^mployed in war and because one of themfa hand dr ve

th. P/ ^ '^J r'' '^'^ f^'^ ^'' Government built a submarine boatwas ofE :.o't *^:,.'^?*^'^ ^' ^^^^ôn in .863. The PlonZas of about 450 tons displacement, much larger than any boat builwas not unHke thTf Z'^' ' '^^ '^^'^ ^'^ ^ ^^ ^'ne^l sha^was not unhke that of an ordinary torpedo boat, and it carried a suoeVstructure on top m which was housed a detachable boat tX u^'l^the Hpnth u .' * ' '^ ^ ^' *^^^ King the displacement andvaHat ois TZ ^ '' 'r'^ ' ^ '^^' ^>''' ^ ^^'-^ pricedhorzonta Iders Th I ' ^^ 'y- ''''''' ^^ ^'^ --îcal andnorizontal rudders. The boat was propelled by an engine driven hvo?Tr :^snT' '' ' ''' '^''^ ^*^^ ^' composed arat a pressureof 12 atmospheres was carried. The engine was of 80 horse-powerandronlH ;/ . ^ ^^ ^ '^'^ * ^-P^ O^ f'Om 30 to 40 ft shecou d shde along an even bottom without difficulty, but steering in tlertical plane cau.l great difficulties. She was the beT design^

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9i5l SuBMARiNK Boats litboat up to that time, l)ut the s\xh^\ was t slnw, tlir radium of nrii.nsmall, and steerinK in thi- vertiial pl.ine n-ni.iinrd .in nnsi)l\i-| prillcni.The boat, thcrt-fori', haMr-of espcrimt-nts, the French (i)vernnient ab.indomil tin- projeii.

TlIE PERIOD FROM iHHo TO li>t),ower suit.ilili' for uiidcrw.itirpropulstion. Compressed air, trial in the Plons,eur, w.is prMli.il)l\ thebest available means of storing energy for that purjxis*-, but tin- .lirreservoirs occupied too much -ipace, whence the supply i>f e ierg\ tii.itcould be carried was t(X) limitwl. It was, therefore, of the gr-.iteslimportance for the solution of this problem when in 1880 the Frenchscientist F'aure succeeded in improving the lea

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IW THANSACr'JNS OK THE ROVAI. CANADIAN I.VSIITUTh |illuMratc the general standpoint of the problem at that timereaJiied that ordinarily a .ubmarine boat would travel on the sand that diving would only be necessary occasionally, namely wthe prt-sence of an enemy. Hence the boat wa. degned essefor work on the sur ace and was given a form very similar to thThornycroft torpedo-boat A large self-bailing superstructurfitted on the top. by which a good freeboard and longitudinal stand hence Kood seagoing capability were secured. The total rbuoyancy was about 33 per cent, of the displacement in light conhalf of which was obtained by emptying internal ballast tankaZ u' '^, ** *' t *''*' '^ baJnB upenitructure which wavided with valves that could be clod watertight. The propwas to take place on the surface by steam-power and in the s^lbcondition by electnc accumulators. A combination of electricfor submarine propulsion with another distinctly diflferent soupower for the surface secured at once the miliUry qualities ospeed and great radius of action necessary for bringing the boatfield of operation of the enemy, and invisibility and perfect protby going submerged when in the presence of the enemy. The dprovided for an armament of two Whitehead torpedo tubes in thegiving great powf .- of attack.The ty;* '-.us proposed, where principal importance was attto service in the surface condition, was later perfected, and boats deson this principle are now generally referred to as submersiblecon radistinction to submarines , which are designed moreUculariy for submerged work. The characteristics of the two ty^e more fully discussed later. *^

.nH^. ;. *'2l ' y?^'^ ^ ^*1' Mr. T. Nordenfelt, built severaland attained a fair measure of success. He used steam-power forpus,on .K.th on the surface and under water, the steam when ilatter condition bc-ing derived from a store of hot water in a r^^l.rHo7 T ''''' '' ^ ^ ' ''^'^' ' ''*^' ^ appreciable radi;or. ^t ,'''r ' ' '^^ ^^^^'^ ^ ^' '' ^^^ ^ ^igh pressureto be carried, whence much space and weight were required. AnoNordenfelt boats were manceuvred on an even keel, and horizo

waf8rT 'd\^^' 2'* '^'' ^ ''^ ^- R -- Governmwasj^jt. and the speed was Vkts.* The form was very neTLcoBditio. ' < . in i^ ,rac,io rcf ,o .h, .urf.cr condition. ,h, lo, fir .o th, .b

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l''5i S IMAKINI- B)\T 1^1

thip-

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124 Transactions of the Royal Canadian Institute [voand the previous spindle-shaped boats built by the French Governwhich ,e called sous-marins . The hull is double, consistinginner spindle-shaped strength hull of heavy construction, calcuto resist the maximum pressures of the water, and a light outershaped hull which complttely envelops the inner. The shape oaft-body resembles that of a Thornycroft torpedo boat. Thebetween the two hulls is used chiefly for water ballast, wheiu o agreat re^-rve buoyancy may be obtained. It was found difficuhrst to fill the tanks in a complete manner; whence shifting ofbubbles were apt xo cause violent changes in the longitudinal balo the boat, and the vertical steering was disturbed. Also the fo the tanks^ took nearly one-half hour, much too long for immerthe boat when in the presence of an enemy. These defectsaftenvards remedied in the Narval and were avoided in later boatthis type. ThoAarval was driven by steam in the surface, wheremade.^kts. The boilers used oil-fuel. Under water she was drby electric power and attained a speed of 8 kts. She carried

tro bir^On^t^ h ,;:'''* ' u''^ ''^*'' ^'^ ^^ -^ considertrouble. On the whole, however, the Narval proved satisfactorywas the type ship for a great number of following boats. Other tof submersibles which have later been developed, such as the Germand the Laurenti types, are derived from the Laubeuf boatsIn the United States Mr. John P. Holland worked with great?hTfirT ^ZV ^ ''^ ^'^'' ^ '' '* ^^-^^^l experimental boThe firs .which was very primitive, being worked by hand-powerlaunched in 1878. Finally, through the agency of the Holland TorBoat Company he succeeded in producing a boat that was accepoW was ?i tons; it was cigar-shaped with but a small superstructon the top and. consequently, had very little stability inVhe surfcondition. The reason of the success of this boat was the use of TJZine engine for surface work, combined with a storage battery forubmerged condition. Holland first tried steam-power but fTilS athe gasoline motor which had just then been developed to a pracdcabshape was here used for the first time in submarine Cts. T^e glSnengine had se^.ral great advantages; it occupied relatively smaUTpaand did not produce so much heat as a boiler and steam engine- it cosumed very little fuel so that a great radius of action could obtain

8 kts'rr ^ ' ru? ' .^^ ^- ^ ^ ^- ^ ^ boat a sSl8 kts on the surface. The electric motor was of about the sameTweand drove the boat with a speed of 6 kts. under water. A novekvthis boat was the way .n which diving was effected.

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1915) Submarine Boats 125experimenters who held that the axis of the boat ^houIH as (ar as possiblebe kept horizontal, Holland boldly effected immersion and emersionby poriKjisiiig , i.e., by inclining the axis, sometimes to great angles,using the horizontal rudder fitted in the stern. This method of con-trolling the vertical motion proved satisfactory* although not withoutdanger, for it has happened that boats of the Holland type took deepinvoluntary dives. Holland's experiments showed the great importanceof keeping the ce. e of gravity immovable and of compensating forall changes in buoyf.ncy.

The Holland tvpe was reproduced in the I'nited States Navy inthe Adder Class and following types and in England Vickers commencedbuilding the A-class for the British Navy.

During the nineties another American Mr. Simon Lake constructedseveral experimental boats, and evolved a type of which the Protector,Hits., built in 1901-2, was the first representative.

The Protector belongs to tha submersible .ype, having a ship-shapedsuperstructure and a reserve buoyancy in the light condition of about28 per cent, of the light displacement. Diving and emersion takespluce as in the Gustave Zidi by four horizontal rudders, the boat beingalways kept nearly on even keel. Mr. Lake's first idea was to producea boat suitable for salvage operations and the like, and he for this pur-pose fitted wheels forward and aft hung by pivoted steel jaws fittedin pockets in the bottom and cushioned by hydraulic cylinders. Thesewheels enabled the boat to run along on an even bottom with a slightdeficiency in buoyancy. The means of propulsion are the same as inthe Holland.

MODERN BOATS.The early development of submarine boats was groping and

erratic, the eighties and nineties was a period of experimentation,resulting in a great variety of types, but after about the year 1900 boatsentered into actual military service, with the result that an eliminationof the less practicable features took place, and there followed a move-ment towards a unification of type. At the same time the nautical andmilitary requirements led to a steady increase in displacement andpower. Great progress was made in perfecting the various technicalappliances. We shall now briefly describe recent types of boats so faras their various features have been made public.

In the British Navy the Holland type was gradually modified con-siderably. The ratio of length to diameter, which in the A-class was about5}^, was much increased. Later boats were given large side structures

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126 Tkansact.ovs ,. ,,; KoYAi. Canadian Instit.tk |vprobably to gain greater lank volume, greater stiffness in theheFc;: '^^'l^r'VT ^'^-' ^^ '^ '^' - ^'^ displaceme K-class ,s U,ts. and ,n ,he six boats of the F-class laid down ireaches , -ts.an.i the speed is i;kts. No data are known aûboats, but they arc probal,ly larger and more powerfuln the United States the Klmric Boat Company develooet^t.'^'; ,af' ? ^r r^'^^^ ''-' -''--' ^^^-800 ts. A larger boat ,.f alxiut 1200 ts. displacement is to bdown th.s year. The price of this boat is ,J nîllion dollarspc^ acconhng fo press reports is to be fvkts. The reserve buotm 'ofll ' ' - ' '' ' ' ^ ^ ^^ ^^'^^-''y increas:d anorm of the superstructure ,s now ship-shaped in the bow.Finn. T. r '^^': Y '' ' ^^ P^*^ ^''^ by the Whitehead f^:r. ^:xî:'' ''''-' ^- ^^ ^ - - thatcarSrti;;^^::rr;j::^:S:sSr^ '- -- '- ^^Th ll'^ '^ ^ ^'''*': differentiation took place than in other naThe two mam types, the submarine and the submersible. co-exist: ^X^'lf;' ' ' *' ^'^' ^ .^^-- ^'-- but .raduall^ apptêach other. After the comparative trials in ,908 between submati h 7 ''' ' ^ - bmersibles of the Pluviose class it ZâstM^rt I- .' ' *'* ' ' '''' ''' '^- ' '^^ boats laidlast \ear the displacement is ,VAts.In Italy submersibles of the Laurenti type have been develoThey have the same principal features as the Laubeuf boats ofhe may be considered a variety, but differ from them in some reslThe strength hull ,s not always circular, although in later Latseems to be the ca^. Some have horizontal profilers for ubme Jome recent lK,ats haxe three propellers for prop^sion. ' ^ ^'

at ine end. Only ono ,,al tank. uskI for compensatins for inc feiTTz ' Trsr.^r t - '' ' '^'

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I9I51 Submarine Boats 127

II. A Discission of the Principal Featirks of the Desk.n okSiBMARiNE Boats.SUBMARINES AND SUBMERSIBLES.

The submersible has already been defined as a submarine lK)atin which predominant importance is given to the re

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8 Transactions of the Royal Canadian InstituteThe submersible has a rather high centre of gravity and in sucondition a low mctacentre (centre of buoyancy), and hence smness on account of the high position of the ballast tanks, whilsurface condition the stiffness is in some cases excessivelowing to the large area of the water-line. The submarine hascentre of gravity and. due to the low lying water tanks, it has

^low r r ^'^^Laurent. type, where the ballast tanks arebelow the strength hull partly above or very high, are interbetween the Germania and the Holland type in this rcs^iIn order to obtain sufficient stability in the submerged cosubmersibles must generally carry a considerable amount3 keel-Th s of course .s a drawback, but also most submarines carrtlAvht^tH '^^ ^ '^^

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I9I51 Submarine Boats i?.nvenicnt for boats designed foroperating in shallow water. Some boats, such as those of the Germaniatype, have no frames. Other boats such as those of the I.aurcnti typeappear to use the framework between the inner and outer hull as a meansof stiffening the strength hull.

STEERING AND NAVIGATION.Steering in a horizontal direction takes place as in ordinary vessels,

but steering in the vertical plane has caused many difficulties to earlyinventors. As late as 1901 a German authority, Professor Busiey,deprecated the value of submarine boats on that ground.* Mr. Hollandintroduced diving and emerging by inclining the boat at considerableangles, while most other inventors preferred to keep the boat as nearlyas possible on an even keel and to effect great changes in depth bypumping water in or out of the boat, by means of horizontal propellers,or by so-called hydroplanes . The last method is that which at pre-sent is mostly used in submersibles. Hydroplanes are similar to rudderssometimes fitted amidships abreast of the centre of gravity of the Ixiat,sometimes placed forward and turned the same way as the aft rudders.In all cases the object is to obtain an upwards or downwards force drivingthe boat laterally up or down. This method is generally consideredsafer than the porpoising used in the Holland boats. Once thedesired depth is attained it is preserved by using the horizontal rudderin the same way as when steering a course on the surface, but with thisdifference, that even small deviations from the given course line (depth)are not here permissible. For guidance in steering a depth gauge anda clinometer are used. Steering in the vertical plane requires consider-able skill and experience.

In order to navigate, the submarine boat must be provided with areliable compass and, even when submerged, a view of the horizon mustbe obtainable at any time. An ordinary magnetic compass is not quitereliable even when placed in a conning-tower of bronze, but recentlythe advent of the gyroscopic compass has provided a means of accur-ately determining the direction. The faculty of vision when the boatis submerged, as it must be when making an attack, constitutes one ofthe most important and difficult problems connected with submarineboats. The water is practically opaque and it was therefore nece-saryin early boats, when going under water, to emerge from time to timeso as to obtain a view from the conning-tower, but evidently this modeof navig^'.tion was anything but safe, since the presence of the boat was thusrevaic to the enemy. Already in the eighties and nineties optical

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I30 Transactions of the Royal Canadian InstituteJn '^^J'^'h ''' ? ',T' ''^ r^' ~ *^ i . invented by Man 1854 and gradually perfected. In its simplest form the ophad a n,.rror at each end inclined at 45 to the axis. The tfitted watertight in the top of the boat, projected a foot or^^ter when the boat was immersed to a certain depth and tf a part of the horizon might be obtained, but the angle ofnly one or two degrees, and the image was very imperfect. Thwere replaced by prisms. lenses were introduced and Sunng theseveral improvements were made, but not till about tenas any ô, progress made. Then in a few years the optor the periscope as it ,s now usually called, was developeddegree of perfection, enabling the submarine boat to peZmw^hout showing anything but the top of the perisco^ occabove water, at the same time obtaining a perfecV view'^fThô^Sr ^ ^^ 'k' ' '' ' '' ' '^' '^^^ ^ ^ inventions wheeded to give to the submarine boat positive military valimprovements in the periscope comprise a larger field of Lonan arc of more than 50=. as large as or greater than thl ofX huconven-^nce of observation, and the addition of means for m

fsnÎ L ; ^^fnK. directions. The magnification of tTrSnt-l^n utt^nT^td^-'r Byt'^^nr''' '

nênts of optical art and^ scie^^t^:, iZ:Z:::^::rand distinction is obtained. Mechanical power is usTfÎndTot r''7 ' r>^ ' ''^ P and'^lol'êX an23 tt. with a diameter of about 6 n. The heaH r.f ti, . urom 15 to .. ft. above the superstructure Sfficu t essUlo the vibration of the boat and due to sprav on the fm?. Tthey are of secondary importance. InstrurU a ^b^TLtTtu'^^nli.; . fr l-^- f the horizon can be obtainSurning the tube, but have not proved quite satisfactory.

VAWATIONS IN BUOYANCY

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10151 SrilMAKIM Mo\T- l.^l

in case of emergency, even when the boat is at a great depth. The tinuoccupied in pas'-ng from thv surface to the submerged comlition shouldbe not more thaii about from 4 to 5 minutes. This, of course, is a pointj)f great military importance. Since the main tanks are always fille

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that the crew can live for several hnnr. î.u ' ^^^' '' * 'or means of purification %hi ' T . ^ ^ ^ *''* ''^takes place froTthrco'pre?^^ 1 ir sTsteV :,T ' * ^^l'be entirely prevented. H dSed the cTL '^f *' ''accumulates due to exhalation mavtL^ '^ **''*^'ôrthefoulairmay JpumMût F-sr * ''^' 'compressed air rtirvdr, Thrr I ^ PP *^sorting to such Tans a gre^ r'diSr ' T'' ^^^^'and poi^nous fumes from thfmoto/a we , asLm^h^^^^^ IS no convenient test for nrhn ^ . * * batterboats. ..,ence iVht t.n neees^rrto v' ''- ' ^the presence of this pdlnouTS to thr^T .'*' fV' 'animals are verv sensh^l^ WhV I *^^' ^ *'''^*' *than human bir and wil^l T û^'^' ' *' ' ''^ ^times as rapidly as LnHenrfI ^T/*^ ' ^ ^'''^^ ^^ *the mice wSllowsTmptot^SdSL^*';^^^^^^^ ^ ^ ''

ally when the mice'Jome asph^ iT^s tim^ ' '.surface and to renew the air in thfâT ''''^ ''hatc^sVoS^LTrot^torV.^^ ' ^' ' ^ ^ ^^^this^rn ttlVi-nth-ra^lV^' ^^^^^^' ^^^^^limited. The crew hL tot ch L' '?^ '^ y ^''^'^ '^^ ^^^^be given time têcuirate a fact':ti:i ' ' '^ '^'^ 'practical endurance of he submaril t '. ' ' '' '^^ '^ fuel. As matters stand now it mryr^^th.Tr ''' ^ ^ boat ought to be relieved afteM^'^rlti'tUtrv- e^ '''

PROPULSIVE MACHINERY.For propulsion on the surfarp fho o^,^rsuccessful engine It was uZ r^ ?^sohne motor was the firsthe steam machLry and t c^mh P; * 'Tf T'' ^' ^' Paâbout one-half Z^d ' h P hour ' '' ^^ * ^H.P. hour for stTam mfchi ry w.th feSri ' ''T 'ôf a displacement of from ,o^ ^ ^ t the^ ''\ ^ 'very restricted, the gasoline engUô^^^ê

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I9I51 Submarine Boats I.Wdangers by this volatile oil sut twice as greatas in the gasoline motors. The last step in the development was theintroduction of the Uiesi-l engii.e, which although rathi-r heavy andlikewise burning heavy oil, has a consumption of fuel somewhat lessthan that of the gasoline engine. The nominal radius of action ofrecent boats of the largest size, driven by Diesel motors, is given as from3000 to 5000 milL> i. The speed on the surface has attained 16 lets, inseveral boats and the designed speeti in some l)oats now under con-struction is 18 or 20 kts.

The Diesel engine is thi- motor which to-day finds most favour in sub-marine boats, but with the increasing size of boats and the claims tohigher speed it becomes increasingly difficult to protluce nuUors ofsufficient power. Units of from 800 to 1200 H.P. are under construc-tion and there are usually two and in some lK)ats three propellers. Manydiflficulties are met with and failures have cxcurred, whence steampower has been preferred in some b')ats as for instance in the Frenchsubmersibles Gustave Zidi and Ncreule of 1000 ts. displacement, whichare to make 20 kts. Steam machinery has the advantages of reliabilityand durability, but it occupies much space and the problem of gettingrid of the heat is difficult to solve. The radius of action obtainablewith steam power on a given weight of fuel is much smaller than withDiesel motors.

\ he weight of Diesel engines as fitted in submarine boats is about65 lbs. per H.P. as compared with alxiut 50 lbs. ,< r HP. for gastjlineengines and from 50 to 60 lbs. per H.P. for steam machinery inclusiveof propellers and shafts.

For under-water propulsion electric power derivetl from a storagebattery of lead accumulators still offers the best solution. Since thefirst appearance of these cells they have l>een improvcjl upon in manytechnical details, and are now reliable and durable. They will standcomplete charging and discharging more than 400 times, and underordinary peace service conditions if carefully handletl they may beexpected to last about 5 or 6 years. The weight per H.l'.-hour includ-ing outfit is by discharge in 3}-^ hours about 80 lbs., practically thesame as in early accumulators. Lead cells permit great variations inpower and are at their best at low rates of discharge, a most valuablequality for submerged work. They can be stowed low in the boat and

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l.M TlUXHA.TION. ,n THK Rcv Al ( AVAI.MS InsT.T.TK

are about ,o per ce ;rii;htTbut cû^vT^ '~ ' '^Bpace: they cannot be , rapidly diXreed L th . ^'^^They cost more than three tim^ armu^h h **'' accappears that recently imp^vements h ve L m'ad' ' T^ are claimed by the ma;r8 Pr^rtS- T ^ ^ * ** ** determine the 're.atrve m ::. uof^hrcl.ir' ' '' ^'^ 'smara^nLr;irre tt^ ''n:: ;^ ' ^ ' hours. Recent.;; ^Thrb^rdîj^'j At^^.r-^n.orItSrntlt\ttittlrr - 7P '^very small as compared with thatTî- ' P'P 'n reason for this is th^tlhe hd. wdg .WxT-Sner^'^*about 20 per cent morp nf tK 1 j- f *''*'*y great, otorpedo-b^t. ^.y'aLt o'J^t'^^Xd- ? ' ^marine boat can be devoted tnôK- ** '^''P'acement50 per cent, in a tortio-taT Ma^: ^ u^ ^f' ^ '*^ propulsion comes asTTxtrTadd.ôn T ^^ t ' ^' undsubmarine boat, can never c^np^t^th tonLrFÎf *''^'*'radius of action. 'mpete with torpedo-boaU as to sp

be u''JLtrn\rs'SKt^rbm^^^^^T ^ ' ^'^''-^ ^the propulsion under wat?rdlnoT''^r '' ^^^^satisfactory solution hafyet^^^^tS a ''' ' *'combustion involves the stora^nf ,*^' '^- . ^nv process bastorage of these galfn suS^t auan7v''\' ' 1 ' ''y^ 'requires excessive weigJt aS^snl^ T'î^'u '^' ^' ' Pôfcc^mbusrionisliabletrrvlirpri^^^^^^^^^ the prKren^htut::;; L^SrC'andtr^trf '^^ ^^He uses an ordinary bd e/,^th J? 7*^ ^ ^'^ ' Germanrace, but when thTb^'Svr'unlltrthV^r ?^ ^ â concentrated lye of sodic hydSe (NaHQ) J^^^

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XI |l915l SVBMARINR Boats M{the boAt comes to the surface and steam is available from the primary[boiler, the soda lye may again be conccntratwf by evaporation of the[water which it has abt-merged run. This plan offers the advantages that there in no rhangrof motor, the same engine being used under water as on the surface.and there are no products of combustion. The machinery an I, forcnlwithout difficulty and relatively high (wwer attained Ixith in light andsubmerged condition. No electric motor is necdesand French boats of the latest type eight tubes. Recently large sub-marine boats have been equipped with an armament of light guns indisappearing mountings. L^ter English lioats carry two 3-in. guns somounted that they can be used against air-craft as well as againstother vessels. When not in use, the guns and mounts are housed inthe superstructure.

Attempts have been made to design mine-laying submarine lx>ats,a problem which is evidently of considerable interest. As far as known,Russia is the only power that prior to the war had built a boat for thispurpose, viz., the Krab, designed for dropping mines when in surfacecondition. A boat so designed that mines could be dropped when in thesubmerged condition would be of greater value, but there arc technicaldifficultier in releasing mines under water, in compensiiting for 'heirweight and in determining their exact location.

SIGNALLING.The faculty of communicating \'ith other vessels whether on the

surface or submerged is one of great military importance for the sub-marine boat. For service on the surface wireless telegraphy has beensuix:e8sfully used for several years, but for submerged service it is only

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136 Transactions of the Royal Canadian Institite (vol.promise Rood rwults. It was at first, whi-n the submarinf Mlinvcntfil, attcmptwl to use it for siKnallinK. but it was found thawas not well suitwl for st-nding messanis by the Morst> system.practicable solution was discoverei till an Austro-HunRuria: i)l ysiMr. H. r. BcrKer, showe

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I9I51 Submarine Boat* 137

the lx)ttom in damagci condition. ShackU-w an- fittt-d on tho top (the lM>ats for this purpowSpt'cial vttwtels are constrmtiHl aim) for tlie tran|K>rtation of suli-

marine ImkiIs.SIZE.

Fmm the moment that submarine lioats were taken into practicalervice, claims to increase an incre.si> in si/e and wecan understand, therefore, that size has steadily 1ncreas.1l ever sincethe beginning of the century. Boiits were then less than 100 ts. fullysubmerged and are now being built of , H)ut i2xi ts. displan ent. Thereason why the displacement has not .acreastHi much fasur is chieflythe difficulty of providing motors for propulsion of sufficient [miwit.By an increase in size, moreover, the l)oats U'come more difticult tohandle under water, especially where the depth is sm.ill. but probablythis difficulty would be of secondary importance for

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ij8 'iRA.NsAcrioNs ot mt Royal (.'anauian Institutebecause its speed under water is so slow relative to that of theship. The detection of a submerged boat is, however, a difficultthe only visible point being the head of the periscope, which neshown above the surface only from time to time. In still waperiscope is fairly visible by the wake which it makes on thewhen emerging, but in rough and misty weather it is extremelyto detect. Detection from air-craft is under certain circumfairly easy and this mode seems to promise a great deal. Whperiscope is discovered, it will be at once subject to a hail of profrom light guns, and if it is hit the boat will be blind and helpleafter that, the boat shows its conning tower above the surface,generally be exposed to destruction by artillery fire.

Seaplanes or other types of air-craft may possibly become a daenemy of the submarine boat not only in helping to detect it bby direct attack with bombs. When the boat is submerged ithelpless against bomb dropping. Even very light bombs are lprove destructive, and since the air-craft is in no danger of cattack from the submarine boat, it can go very low and hittingnot be a difficult matter. The submarine boat cannot even;: seaplane when immediately over it. A further developmentseaplane is, therefore, likely to prove extremely dangerous to tmarine boat. Numerous small patrol-boats property equippattacking the submarines with gun, ram and other weapons are lprove effective in the vicinity of the coasts.

While the active or offensive means of defence are in thiselsewhere the most effective, the battleship possesses means ofof a passive nature such as watertight subdivision, elastic buland underwater armour, which may be still further developeexperiments and war experience are required to throw lightproblems involved. The superior speed of battleships is of couitself a means of protection. On account of the present limitedof submarine boats and perhaps especially on account of the lthe endurance of the personnel, they do not render the powerfullyand well protected artillery ships superfluous. Large seagoingships and battle cruisers are yet required in order to control thebut as matters stand now, the smaller enclosed seas such as thethe North Sea, the Mediterranean, the Yellow Sea and otherwaters may be practically controlled by submarines and by lighvessels. In the presence of an active enemy well provided witmarine boats large vessels cannot operate in such seas exceptthe greatest precautions, going at high speed and using all pmeans of defence.

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Trans. Royal Canadian Inst. VOL. .\l, I'lATi: Xl

BUSIINELL'S BOAT: THE AMERICAS TURTLE.

\ft]t ? f t FT 7 i I 4_-ijtilftl^ ^^'^wm i^^Lrrrrm

LB. PLOXGEVR.

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Trans. Royal C'avadias Inst. vol.. \i, ri ATi; .\ii.

1

T . C-

sS*r ADlVI.Ni; BI).\T HROI'OSKI) BY TIIK .MITllOR IN IsNlS.

TUT. XARVAl.: THE FIRST I.AUBKI'F BOAT

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Trans. Rovai ( anadias l\sr. \

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TrvXNs. Rdvai, Canadian Inst. vol,. XI, I'ljKTK xiv.

THE HOLLAND.

rili: fCt I. ITALIAN SIBMARINK

l.M. SUBMARINE-BOAT E 4.

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Tr.\ns. RoYAl. Canadian 1n-i. \nl \1, II Ml N^-

t-ERMW B()\T I- 1.-. DKsTKnVKI. IN Till-. N.)KTII MiAOtRMAN BOA. l^^. ^^,^,^ ^vARMlll-S.

's's-ii-^

SUBMARINK H.lVM-4.VI>fiA-MII'MlIl' M:^ TION.

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Trass. Royal Canadian Insi. vol.. XI, n.AII. XM.

RPVFRSIBIF MXI VI.INOKK DIKSKI. MT(.R K'R SLHMAKINES.OKKMANlVrYI-K '' I KKV. .|.rT10\> I'KR MIMiK.

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