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18 MARINE REVIEW. oe HOLLAND’S SPEED ENDURANCE TRIAL. LIEUT. COM. EDWARDS’ REPORT IS NOT AS FAVORABLE AS IT MIGHT BE— CONGRESS, HOWEVER, ORDERS THREE MORE SUBMARINES. The naval bill, which has just been agreed upon, calls for the constrte- tion of three additional submarine boats. This makes a total of eleven now building for the United States navy. The government is therefore well committed to the policy of submarine torpedo boat construction, a feature of naval defense which has not yet been indorsed by the British admiralty. Lieut. Com. John R. Edwards of the United States navy has made the following report upon the recent speed endurance trial of the Holland: The hull of this submarine boat is practically a spindle, every vertical transverse section of which is a circle. The greatest diameter is about 11 ft., the ends being about 3 ft. With such a contour the mechanical appli- ances must necessarily be crowded together. Under surface propulsion the motive power is a gas engine of about 45 H.P. From the shaft of this engine a set of gearing operates the propeller shaft. For want of air, as well as by reason of the danger of using gasoline, this engine cannot be worked under water. For submarine propulsion electric motors are used. These motors are worked by a current of electricity from a storage battery. The main motor, through a set of gearing, works the propeller shaft, while the auxiliary motor operates the bilge pump and also an air compressor. There is a steering engine for working the vertical rudder and a diving engine for working the two horizontal rudders. These two engines are worked by air from six storage flasks. These two engines have oil con- trolling cylinders. There is a storage battery which is charged by the gas engine working a dynamo. This dynamo is convertible into the sub- marine propelling motor. There is also an ignition battery for producing explosion in the gas engine. This small battery is of low voltage and is also charged by the gas engine. The storage flasks are charged to 2,000 Ibs. pressure. The steering and diving engines are worked by an air pres- sure of 50 lbs., a reducing valve preventing higher pressures reaching these appliances. A pressure of only 10 lbs. is required for blowing out the submersion tanks, another reducing valve controlling this pressure. The Holland started from Annapolis at 1:30 p. m. Tuesday, Jan. 8, and reached the navy yard, Norfolk, about 1:30 p. m., Thursday, Jan. 10. She was actually under way 25 hours and 36 minutes. She made one stop of about three-quarters of an hour on account of the propeller motor gear- ing running warm. She made a second stop of about 5 hours to recharge the storage battery. This stop was made 16 hours after she left Annapolis. A third stop of 2 hours was made on account of the after line bearing be- coming warm. After she had been under way, repairing, or charging her storage batteries for 36 hours she anchored for about 13 hours to give the running crew a needed rest. The actual distance run by the Holland, as furnished by her commanding officer, was 145 miles. The weather throughout the trip was favorable for the trial. I was informed by the -boatswain commanding the United States tug Standish, which convoyed the Holland, that probably at no time during the winter would conditions be more favorable for the test. The boatswain commanding the Standish has been taking tugs up and down the Chesapeake for the past ten years, and he ought to be particularly well qualified for giving an opinion as to the weather conditions. When the wind was against the tide during the trip there was a little sea. There was no fog at any time, and only for three short periods was there any rain. In general, more favorable condi- tions could not have been expected at this season of the year. The trip was entirely a surface run. While actually under way the speed secured was exactly 5 2-3 knots. The maximum speed over the ground was 7 knots. There was no log recording machine on either the Standish or the Holland, so the speed could only be ascertained by noting the time be- tween shore stations. The tide question can be thrown out of considera- tion, since the Holland had as much tide in her favor as against her. The Holland had about 18 in. free board. Her three torpedoes had been left on shore. The oil tanks were practically full. For about one-third of the time two extra passengers were carried, in addition to the regular navy crew. For two-thirds of the time only one passenger was carried beyond the regular crew. There was a thoroughly competent and trained crew in the boat during the run. Two years ago I watched the civilian crew of the Holland manipulate her machinery, and the navy crew was their equal in nerve, skill and readiness of resource. The Holland was, therefore, not at any disadvantage in respect to personnel. For months preceding the time that the navy crew were placed in charge, Lieut. H. H. Caldwell, the commanding officer of the Holland, had seen the civilian crew of the submarine boat work her appliances, and therefore he had an excellent chance to compare the efficiency of the two crews. Lieut. Caldwell not only informed me that the navy crew were perfectly familiar with the working of the Holland, but also that the various mechanical appliances were in better condition than when the navy crew were placed in charge. For hours I personally watched the navy crew carry on their work, and they were thoroughly competent to perform their duties. While starting up the electric motor, after stopping to charge the batteries, one of the bars of the armature of this motor burnt out, thus entirely throwing the electric propelling engine out of use. Fortunately for the test, both the storage and ignition batteries as well as four of the six air flasks had been completely charged; otherwise the test might have ended at that point. The disablement of this motor prevented the propeller backing. It also prevented the recharging of the air flask and storage batteries. The boat would therefore be helpless when either the air supply, the ignition current or the storage electric current should be exhausted. The armature of the dynamo had been turned over to the government in an impaired condition. Previous to the acceptance of the Holland by the navy department this submarine boat had been sunk by accident some- where on Long Island sound. The salt water had impaired the armature, and thus trouble has been had with the motor ever since. The impairment has been of such a nature that mechanics from Philadelphia have hereto- fore been called upon to fit new bars to the armature. The Holland people have also appreciated the serious condition of affairs, for at their own ex- pense they are now having a new armature made, which will be ready for installation about Feb. 1. With the exception of the impaired dynamo, which the navy crew was not at all responsible for, the condition of ma- chinery was very good. I was informed by the commanding officer of the [March 7, Holland that it was now in better shape than when it was turned over to the government. Both the propeller and driving shafts need lining up. I understand the navy crew have improved matters in this respect also, for a hot bearing was a much more frequent occurrence when they took charge than it is now. DEPENDENT UPON PHYSICAL STRENGTH OF HER CREW. While actually under way the average oil consumption was 5 gallons per hour. The oil tank capacity is about 1,300 gallons. The oil used dur- ing the entire trip between Annapolis and Norfolk was 175 gallons. If it was only a question of oil consumption, therefore, the boat would have a large steaming radius. The endurance of the Holland is not only de- pendent upon her fuel supply, but also upon the physical strength of the crew. Careful watch must be kept-while the batteries are being charged, as well as when the propelling engines are in operation, and there must © naturally be a limit as to the time when men can remain continuously at work. The facilities for sleeping, as well as for cooking, must be limited, and it is therefore a question as to whether the crew can remain aboard at sea for needed rest. Since the Holland is practically a steel spindle and has no’ non-conduction substances over her hull plates, the temperature during the test did not rise over 60°. In fact, it was so cold that one of the crew told me that he was not able to sleep while not standing watch, Dur- ing the first half. of the run two electric heaters were used to make the men comfortable. During the last half of the run it was not deemed advis~ able to tise them, since they consumed so much current of electricity that it was apprehensive that the storage battery would run down. Since the sea was smooth during the speed endurance trial the ventilators and the hatches, of course, could be used in the most efficient manner for securing desirable temperatures. ‘ While on the Holland I was permitted to look over her log books. These records extended over a period of at least one year. I could find no evidence that either the electric propelling motor or the gas engine had ever been previously in continuous operation for a period of six successive hours. It is extremely doubtful if the boat ever previously ran, under surface propulsion, a continuous run of over 30 miles. I was informed that the boat was towed from New York to Washington when she was brought around to the latter city to be inspected by the senate and house naval committees. With the exception of running a few hours under her Own motive power, she was towed from Washington to Newport, R. I. The tug Josephine towed her to New York and the United States tug Osceola towed her from New York to Newport. After being at Newport several months the Holland was towed, with the exception of about 12 miles; from that port to Annapolis, Md., the United States steam tug Ley- den and the United states gunboat Alvarado being employed to tow her between Newport and Annapolis. I have even been informed that when the Holland was at Washington for the benefit of the navy department and the naval committees a tug occasionally towed her to the points, where she dived and maneuvered for the instruction of the government ’ officials. For surface propulsion, barring accidents, the boat is well arranged for securing good ventilation. Directly over the gas engine is a ventilator, and in the base of this ventilator is an electric blower. The conning tower serves as an excellent air shaft. There is a second ventilator, so that it is possible to secure a good circulation in the hull. For surface work, there- fore, only an accident to the gas engine could cause discomfort or danger to the occupants. Under submarine conditions, however, different ventila- tion can be expected, The ventilators and hatches must of necessity be closed. Gasoline is a great searcher, and if there is a defective joint or weakness in the piping it will be found by this combustible. One of the resultant products of combustion of gasoline is carbonic oxide (carbon monoxide), a deadly poison. Since this gas is odorless, it is particularly . dangerous by reason of its insidiousness.. Although the gas engine will not be used for submarine work, yet an accident may happen which may cause the gasoline to leak, and in this manner the odorless deadly poisons may be formed. A short personal experience of my own during this speed — trial may show how it affects others than the regular crew. The first hour that I spent in the engine room of the Holland was an exceedingly trying » one, for there was just enough odor from the gas to make me uncomfort- able. Afterwards I became accustomed to existing conditions, and did not seem to notice any disagreeable odor for the rest of the day. The following morning, however, I not only had something of a headache, but for several hours experienced a nervous sensation which I have never undergone before. The crew who were in the engine room about three times as long as I was, it is but fair to state, did not seem to be affected in any manner. DANGER FROM USE OF GASOLINE. In using three distinct systems for securing mechanical energy the Holland has an inherent weakness. In this small boat of 75 tons, gasoline, electricity and compressed air are used for different purposes. Gasoline is extremely liable to catch fire. At least one of its products of com- bustion is extremely dangerous to life. It is very attenuated, and, there- fore, a great searcher. If there is a defective joint or pipe or leaky valve . the gasoline will find it. When it is used in an engine that appliance should be in excellent condition. After the armature of the motor burnt out it became necessary to start the gas engine without the assistance of the electric motor. To secure the requisite amount of air for insuring an explosion at the start recourse was had to the reduced air pressure in the pipes. It took at least twelve minutes to start the engine in this way. During the effort there was a small discharge of gas into the hull from some improper working of the valve. Even from this small leakage the machinist in charge of the motor became very much distressed, and when he came on deck to overcome this faintness by securing fresh air, . he appeared very pallid and not far from collapsing. This sight impressed forcibly upon my mind the danger of using gasoline. In a boat of the character of the Holland it must be difficult to keep the electric motors in a high state of efficiency. The compartment must of necessity be damp, and therefore drops of water are likely to fall on every part of the dynamo, Salt water is likely to fall down the hatches and ventilators, thus impairing the ventilation. Through accident the boat is likely to sink at her dock, for this very mishap has occurred when the inventor was trying to sell the boat to the government. The air flasks may be an element of. danger, since they are charged with pressure of 2,000 lbs. The explosion of any one of these tanks would destroy the