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1902.) vessels in hand is certain to alter the program, probably in the direction of increasing the "submersibles" at the expense of the "submarines" proper. However, following the Morse, six sub- marines proper have been launched--the Francais and Algerien, which are almost identical with the Morse, and the Farfadet, Gnome, Korrigan and Lutin, somewhat larger. Particulars of these four larger vessels are: Length, 135 ft. 8 in.; diameter, 9 ft. 6 in.; displacement, 185 tons; surface speed, 121%4 knots, sub- merged speed, 9 knots. Twenty smaller vessels of the Perle class have been laid down. The particulars of these are: Length, 77 {t.; diameter, 7 ft. 6 in.; displacement, 70 tons; surface speed, 8 knots; submerged speed, 6 knots. Of the "submersibles" four have been launched and completed in addition to the type boat, the Narval. The four completed are the Sirene, Triton, Espadon and Silure--identical in general design with the Narval, but im- proved as to details. Of the "submersibles" now in hand or pro- jected, but little is known, except that in at least one of them an explosive oil engine is to be substituted for the steam engine and boiler. AMERICAN SUBMARINES ARE IN THE SUBMERSIBLE CLASS. The modern American submarines all belong in the "sub- mersible" class, and date from 1895, when the navy department, after competition, selected a Holland design and entered into 2 contract with the Holland Torpedo Boat Co. for the original Plunger. The history of that vessel is so well known that it will only be necessary here to recall to mind her principal features, which were: Length, 85 ft.; diameter, 11 ft. 6 in.; light displace- ment, 140 tons; submerged displacement, 165 tons. A petroleum- burning 'boiler furnis..ed about 1,500 H. P. which was divided be- tween two screws. A storage batterv and motor were provided for submerged work. She was designed for 15 knots on the surface and 8 knots submerged, and was fitted with down-haul screws to assist her horizontal rudders. This combination was never 'put to a practical test, as the enormous steam power in- stalled in a verv limited space rendered her practically uninhabita- ble on account of the nigh temperature developed. Her construc- MARINE REVIEW AND MARINE RECORD. Fig. 7. The Holland. with both hand and automatic control, were originally provided. These have since been removed and a simple and efficient hand gear has been substituted therefor. She carries one bow tube and five short Whitehead torpedoes with water compensation, The engine and motor are so geared up that either can be used to operate the auxiliary machinery which comprises an air com- pressor and a powerful rotary pump. 'The compressed air capacity for torpedo and tank service is 40 cu. ft. at 2,000 lbs. pressure, suitably reduced for various uses. 'The change in the relative power of the engine and motor is a large step in advance over the original Holland, as it enables fair speed, 6 knots, on the surface, to be made while charging batteries. Her speed and radii of action are as follows: In the light condition under the gasoline engine, 400 knots at a speed of 8% knots and 560 knots at a speed of 6 knots; in the semi-awash condition under the gasoline engine, 340 knots at a speed of 7 knots; in the sub- merged condition under the electric motor, 21 knots at a speed of 7 knots and 35 knots at a speed of 514 knots; and ready to dive with the coninng tower only showing she has a maximum radius of 100 knots at a speed of 3 knots. In November, 1901, this vessel with a full crew was sub- merged at her dock for a period of fifteen hours. During this time the only fresh air supply was that furnished by a leaky valve, which allowed the pressure in a flask of 5 cu. ft. capacity to run down from 2,000 to 1,90 lbs. per square inch. When the vessel was opened up the air was still reasonably sweet and pure, and the crew suffered no unpleasant effects. Her habitability under service conditions was tested last spring by a voyage under her own power from New Suffolk, Long island, to the Delaware breakwater. The first leg of the journey, from New Suffolk to New York, was made through Long Island sound at an average speed slightly exceeding 8 knots. The second leg, from New York to the Delaware capes, was made under half power at an , average speed of 6 knots, except for an hour and a quarter during the journey which was occupied by submerged runs. Her ultimate destination on this trip was Cheasapeake bay, but the voyage was brought to an abrupt termination at the Delaware |e | AA, ballast tanks; BB, gasoline tank; C. conning tower; D, expulsion tube; E, gas engine; F, dynamite gun; G, air compressor; H, steering rudder; I, diving; J, battery tank; KK, trimming tanks; L, motor. tion was eventually abandoned and a contract was entered into for a new Plunger of a truly modern type. While the old Plunger was under construction for the gov- ernment the same company brought out privately the Holland, length 53 ft. 10 in. diameter ro ft. 3 in. submerged displacement 75 tons. She was propelled on the surface by an Otto gasoline engine of 50 H. P. and when submerged by a 50-H. P. electric - motor fed by a storage battery of sixty cells with a capacity of 1,500 ampere hours at a four hour rate of discharge. A double commutator was fitted on this motor so that 150 H. P. could be safely developed. Her final armament consisted of one bow torpedo tube, one bow pneumatic dynamite gun and three short Whitehead torpedoes. Her surface speeds are 6 knots under the gasoline engine and about 8 knots under the motor, and her sub- merged speed is 514 knots under the motor. A single pair of horizontal rudders at the stern, operated by air engines, serve to control her in the vertical plane. These engines as well as the vertical rudder engines were arranged for automatic operation when desired, but experience has proven the entire feasability of brain control, and the automatic attachments are seldom, if ever, used. Air compressors and reservoirs furnish air for the steering and diving engines, tank and torpedo service, as well as for breathing purposes. The reserve buoyancy resides in the con- ning tower, which was originallv telescopic, but is now fixed. An inboard profile of the Holland is included among the illustra- tions. In 1901 the same company brought out the Fulton, built as a trial vessel for the seven vovernment boats Adder, Moccasin, . orpoise, Shark, Grampus, Pike and Plunger, for which contracts were entered into in 1900. 'The general features cf the Holland s design have been followed closely in her, but she is larger, roomier, faster, and is simplified and improved as to details. Her particulars are as follows: Length 63 ft. 4 in.; diameter II ft. 9 in.; total displacement, 122% tons. On the surface she is propelled by a 1.60-H. P. four-cylinder Otto gasoline engine, and when submerged' by a 70-H. P. electric motor fed by a storage battery of sixty cells, with a capacity of 1,900 ampere hours at a four-hour rate of discharge; average potential 110 volts. Pneumatic engines for the steering and diving rudders, the latter breakwater by an explosion of battery gas, which had been al- lowed to accumulate underneath the battery deck. The presence of the gas was due to deterioration of the battery caused by accidental submersion in salt water. An inboard profile of the Fulton will also be found among the illustrations. The govern- ment boats Adder, Moccasin, Porpoise, Shark, Grampus and Pike are practically duplicates of the Fulton. The Plunger is the same in dimensions and general arrangement, but differs in some details, the most important of which is the armament, where three long Whitehead torpedoes have been substituted for five short ones. THE LAKE TYPE OF SUBMARINE. Before closing the descriptive portion of this paper, mention should be made of another modern American submarine, the Argonaut, brought out by Mr. Simon Lake. The Argonaut her- self does not fall within the scope of this paper, as she was designed for commercial purposes and is not adopted for torpedo- boat work. She is entitled to mention here, however, partly on account of her interesting features, but principally on account of the fact that her inventor is building an experimental boat em- bodying her principal features, but intended also for torpedo-boat work. 'The approximate dimensions of the Argonaut are as fol- lows: Length 36 ft.; diameter 9 ft.; displacement submerged, 60 tons. Her under-water work is confined altogether to oper- ations on the bottom. A 30-H. P. gasoline engine propels her on the surface by a single screw, and on the bottom by this screw or a pair of driving wheels, or both, as desired. The guide wheel serves as a rudder, both on the surface and submerged. In com- mon with other submarines, she has a water ballast, compressed air and electric light system, which present no novel features except as to the bow searchlight for examination of the bottom. She is submerged by down-haul weights of 1,000 lbs., attached to suitable windlass mechanism by which any amount of reserve buoyancy not exceeding the dcwn-haul weishts may be hauled under. The water ballast system enables the relation betweea the down-haul weights and the reserve buoyancy to be altered at will, so that the virtual weight on the bottom may be controlled. Communication with the surface is always retained by two hol-