Aircraft and Submarines

In some of the Holland ships of late construction there is an ingenious, indeed an almost incredible device by which the ship takes charge of herself if the operators or crew are incapacitated. It has happened that the shock of a collision has so stunned the men cooped up in the narrow quarters of a submarine that they are for quite an appreciable time unable to attend to their duties. Such a collision would naturally cause the boat to leak and to sink. In these newer Holland ships an automatic device causes the ship, when she has sunk to a certain depth, registered of course by automatic machinery, to start certain apparatus which empties the ballast tanks and starts the pumps which will empty the interior of the ship if it has become flooded. The result is that after a few minutes of this automatic work, whether the crew has sufficiently recovered to take part in it or not, the boat will rise to the surface.

This extraordinary invention is curiously reminiscent of the fact chronicled in earlier chapters of this book that the most modern airplanes are so built that should the aviator become insensible or incapacitated for his work, if he will but drop the controls, the machine will adjust itself and make its own landing in safety. Unaided the airplane drops lightly to earth; unaided the submarine rises buoyantly to the air.

In recent years there have been developed special ships for the salvage of damaged or sunk submarines. At the same time the navies of the world have also produced special submarine tenders or mother ships. The purpose of these is to supply a base which can keep on the move with the same degree of facility which the submarine itself possesses. These tenders are equipped with air compressors by means of which the air tanks of submarines can be refilled. Electric generators make it possible to replenish the submarine storage batteries. Mechanical equipment permits the execution of repairs to the submarine's machinery and equipment. Extra fuel, substitute parts for the machinery, spare torpedoes are carried by these tenders. The most modern of them are even supplied with dry dock facilities, powerful cranes, and sufficiently strong armament to repel attacks from boats of the type most frequently encountered by submarines.

There are, of course, many other special appliances which make up the sum total of a modern submarine's equipment. Electricity is used for illuminating all parts of the boat. Heat is supplied in the same manner; this is a very essential feature because the temperature of a submarine, after a certain period of submergence, becomes uncomfortably low. Electricity is also used for cooking purposes.

Every submarine boat built to-day is equipped with wireless apparatus. Naturally it is only of limited range varying from one hundred and twenty to one hundred and eighty miles, but even at that it is possible for a submarine to send messages to its base or some other given point from a considerable distance by relay. If the submarine is running on the surface of the water the usual means of naval communication-flag signals, wig-wagging or the semaphore, can be employed. The submarine bell is another means for signalling. It is really a wireless telephone, operating through the water instead of the air. Up to the present, however, it has not been sufficiently developed to permit its use for any great distance. It is so constructed that it can also be used as a sound detector.

Some submarines, besides being equipped with torpedo tubes, carry other tubes for laying mines. In most instances this is only a secondary function of the submarine. There are, however, special mine-laying submarines. Others, especially of the Lake type, have diving compartments which permit the employment of divers for the purpose of planting or taking up mines.

Disappearing anchors, operated by electricity from within the boat, are carried. They are used for steadying the boat if it is desired to keep it for any length of time on the bottom of the sea in a current.

From this necessarily brief description it can be seen readily that the modern submarine boat is a highly developed, but very complicated mechanism. Naturally it requires a highly trained, extremely efficient crew. The commanding officers must be men of strong personality, keen intellect, high mechanical efficiency, and quick judgment. The gradual increase in size has brought a corresponding increase in the number of a submarine's crew. A decade ago from 8 to 10 officers and men were sufficient but to-day we hear of submarine crews that number anywhere from 25 to 40.

In spite of the marvellous advances which have been made in the construction, equipment, and handling of the submarine during the last ten years, perfection in many directions is still a long way off. How soon it will be reached, if ever, and by what means, are, of course, questions which only the future can answer.

CHAPTER XV

ABOARD A SUBMARINE

Submarines have been compared to all kinds of things, from a fish to a cigar. Life on them has been described in terms of the highest elation as well as of the deepest depression. Their operation and navigation, according to some claims, require a veritable combination of mechanical, electrical, and naval genius – not only on the part of the officers, but even on that of the simplest oiler – while others make it appear as if a submarine was at least as simple to handle as a small motor boat. The truth concerning all these matters lies somewhere between these various extremes.

It is quite true that except on the very latest "submerged cruisers" built by the Germans, the space for the men operating a submarine is painfully straitened. They must hold to their positions almost like a row of peas in a pod. From this results the gravest strain upon the nerves so that it has been found in Germany that after a cruise a period of rest of equal duration is needed to restore the men to their normal condition. Before assignment to submarine duty, too, a special course of training is requisite. Submarine crews are not created in a day.

What the interior of the new German submarines with a length of 280 feet, and a beam of 26 feet may be, no man of the Anglo-Saxon race may know or tell. The few who have descended into those mysterious depths will have no chance to tell of them until the war is over. Nor is it possible during wartimes to secure descriptions even of our own underwater boats. But the interior of the typical submarine may be imagined as in size and shape something like an unusually long street car. Along the sides, where seats would normally be, are packed wheels, cylinders, motors, pumps, machinery of all imaginable kinds and some of it utterly unimaginable to the lay observer. The whole interior is painted white and bathed in electric light. The casual visitor from "above seas" is dazed by the array of machinery and shrinks as he walks the narrow aisle lest he become entangled in it.

Running on the surface the submarine chamber is filled with a roar and clatter like a boiler shop in full operation. The Diesel engines are compact and powerful, but the racket they make more nearly corresponds to their power than to their size. On the surface too the boat rolls and pitches and the stranger passenger, unequipped with sea legs grabs for support as the subway rider reaches for a strap on the curves. But let the order come to submerge. The Diesels are stopped. The electric motors take up the task, spinning noiselessly in their jackets. In a moment or two all rolling ceases. One can hardly tell whether the ship is moving at all – it might for all its motion tells be resting quietly on the bottom. If you could disabuse your mind for a moment of the recollection that you were in a great steel cigar heavy laden with explosives, and deep under the surface of the sea you would find the experience no more exciting than a trip through the Pennsylvania tubes. But there is something uncanny about the silence.

Go forward to the conical compartment at the very bow. There you will find the torpedo chamber for the submarine, like the cigar to which it is so often compared, carries its fire at its front tip. The most common type of boat will have two or four torpedo tubes in this chamber. The more modern ones will have a second torpedo chamber astern with the same number of tubes and carry other torpedoes on deck which by an ingenious device can be launched from their outside cradles by mechanism within the boat. In the torpedo chamber are twice as many spare torpedoes as there are tubes, made fast along the sides. Here too the anchor winch stands with the cable attached to the anchor outside the boat and an automatic knife which cuts the cable should the anchor be fouled.

Immediately aft of the torpedo chamber, cut off by a water-tight partition, is the battery compartment. It gets its name because of the fact, that beneath the deck which is full of traps readily raised are the electric storage batteries of anywhere from 60 to 260 cells according to the size of the boat. This room is commonly used as the loafing place for the crew, being regarded as very spacious and empty. In it are nothing but the electric stove, the kitchen sink, the various lockers for food and all the housekeeping apparatus of the submarine. Mighty trim and compact they all are. The builder of twentieth century flats with his kitchenettes and his in-door beds might learn a good deal from a study of the smaller type of submarine. Next aft come the officers' staterooms, rather smaller than prison cells, each holding a bunk, a bureau, and a desk. Each holds also a good deal of moisture, for the greatest discomfort in submarine life comes from the fact that everything is dripping with the water resulting from the constant condensation of the air within.

The great compartment amidships given over to machinery is a place to test the nerves. The aisle down the centre is scarcely two feet wide and on each side are whirling wheels, engines, and electric motors. Only the photographs can give a clear idea of the crowded appearance of this compartment. It contains steering wheels, the gyroscopic compass, huge valves, dials showing depth of submergence, Kingston levers, motor controllers, all polished and shining, each doing its work and each easily thrown out of gear by an ignorant touch.

The author once spending the night on a United States man-of-war was shown by the captain to his own cabin, that officer occupying the admiral's cabin for the time. At the head of the bunk were two small electric push buttons absolutely identical in appearance and about two inches apart. "Push this button," said the captain genially, "if you want the Jap boy to bring you shaving water or anything else. But be sure to push the right one. If you push the other you will call the entire crew to quarters at whatever hour of night the bell may ring."

The possibility of mistaking the button rested heavily on the writer's nerves all night. A somewhat similar feeling comes over one who walks the narrow path down the centre of the machinery compartment of a submarine. He seems hedged about by mysterious apparatus a touch of which, or even an accidental jostle may release powerful and even murderous forces.

While the submarine is under way, submerged, the operator at every piece of individual machinery stands at its side ready for action. Here are the gunner's mates at the diving rudder. They watch steadily a big gauge on which a needle which shows how deep the boat is sinking. When the required depth is reached swift turns of two big brass wheels set the horizontal rudders that check the descent and keep the boat on an even keel. Other men stand at the levers of the Kingston valves which, when open, flood the ballast tanks with water and secure the submergence of the boat. Most of the underwater boats to-day sink rapidly on an even keel. The old method of depressing the nose of the boat so as to make a literal dive has been abandoned, partly because of the inconvenience it caused to the men within who suddenly found the floor on which they were standing tilted at a sharp angle, and partly because the diving position proved to be a dangerous one for the boat.

In the early days of the submarines the quarters for the men were almost intolerable. The sleeping accommodations were cramped and there was no place for the men off duty to lounge and relax from the strain of constant attention to duty. Man cannot keep his body in a certain fixed position even though it be not rigid, for many hours. This is shown as well at the base ball grounds at the end of the sixth inning when "all stretch" as it was in the old time underwater boats. The crews now have space in which to loaf and even the strain of long silent watches under water is relieved by the use of talking machines and musical instruments. The efficiency of the boat of course is only that of her crew, and since more care and more scientific thought has been given to the comfort of the men, to the purity of the air they breathe, and even to their amusements, the effect upon the work done by the craft has been apparent. Ten years ago hot meals were unthought of on a submarine; now the electric cooker provides for quite an elaborate bill of fare. But ten years ago the submarine was only expected to cruise for a few hours off the harbour's mouth carrying a crew of twenty men or less. Now it stays at sea sometimes for as long as three months. Its crews number often as many as fifty and the day is in sight when accommodations will have to be made for the housing of at least eighty men in such comparative comfort that they can stand a six months' voyage without loss of morale or decrease in physical vigour.

It is, of course, very rare that a civilian has the chance to be present on a submarine when the latter is making either a real or a feigned attack. Fred B. Pitney, a correspondent of the New York Tribune, was fortunate enough to have this experience, fortunate especially because it was all a game arranged for his special benefit by a French admiral. He writes of this interesting experience in the Tribune of Sunday, May 27, 1917, and at the same time gives a vivid description of a French submarine.

It appears that Mr. Pitney was on a small vessel put at his disposal by the French Ministry of Marine to view the defences of a French naval base. This boat was attacked by what seemed to be an enemy submarine, but later turned out to be a French one which was giving this special performance for Mr. Pitney's information. We read:

Our officers were experts at watching for submarines, and though the little white wave made by the periscope disappeared, they caught the white wake of the torpedo coming toward the port quarter and sheered off to escape it. The torpedo passed harmlessly by our stern, but the adventure was not ended, for hardly a minute later we heard a shot from off the starboard quarter and, turning in that direction, saw that the submarine had come to the surface and was busily firing at us to bring us to.

We stopped without any foolish waste of time in argument. I asked if a boat would be sent to us, or if we would have to get out our boat.

"They carry a small folding boat," said the officer to whom I had been talking, "but we will have to send our boat."

While we were getting our boat over the side, the submarine moved closer in, keeping her gun bearing on us all the time, most uncomfortably. The gun stood uncovered on the deck, just abaft the turret. It was thickly coated with grease to protect it when the vessel submerged. It is only the very latest type of submarines that have disappearing guns which go under cover when the vessel submerges and are fired from within the ship, which makes all the more surprising the speed with which a submarine can come to the surface, the men get out on deck, fire the gun, get in again and the vessel once more submerges.

I was in the first boatload that went over to the submarine. From a distance it looked like nothing so much as a rather long piece of 4×8 floating on the water, with another block set on top of it and a length of lath nailed on the block. It lost none of these characteristics as we neared it. It only gained a couple of ropes along the sides of the 4×8, while men kept coming mysteriously out of the block until a round dozen was waiting to receive us. The really surprising thing was that the men turned out to be perfectly good French sailors, with a most exceedingly polite French lieutenant to help us aboard the little craft…

The vessel we were in was a 500-ton cruising submarine. It had just come from eight months' guarding the Channel, and showed all the battering of eight months of a very rough and stormy career with no time for a lie-up for repairs. It was interesting to see the commander hand the depth gauge a wallop to start it working and find out if the centre of the boat was really nine feet higher than either end. We were fifty-four feet under water and diving when the commander performed that little experiment and we continued to dive while the gauge spun around and finally stopped at a place which indicated approximately that our back was not broken. I suppose that was one of the things my friend the lieutenant referred to when he said life on a submarine was such a sporting proposition.

We boarded the submarine over the tail end and balanced our way up the long narrow block, like walking a tight rope, to the turret, where we descended through a hole like the opening into a gas main into a small round compartment about six feet in diameter exactly in the midship section, which was the largest compartment in the ship. Running each way from it the length of the vessel were long corridors, some two feet wide. On each side of the corridors were rows of tiny compartments, which were the living and working rooms of the ship. Naturally, most of the space was given up to the working rooms.

The officers' quarters consisted of four tiny compartments, two on each side of the after corridor. The first two were the mess room and chart room, and the second pair were the cabins of the commander – a lieutenant – and his second in command, an ensign. Behind them was an electric kitchen, and next came the engines, first two sets of Diesel engines, one on each side of the corridor, each of four hundred horse-power. These were for running on the surface. Then came four bunks for the quartermasters and last the electric motors for running under the surface. The motors were run from storage batteries and were half the power of the Diesel engines. The quarters of the crew were along the sides of the forward corridor. The floors of the corridor were an unbroken series of trap doors, covering the storage tanks for drinking water, food, and the ship's supplies. The torpedo tubes were forward of the men's quarters. Ten torpedoes were carried. The ammunition for the deck gun was stored immediately beneath the gun, which was mounted between the turret and the first hatch, abaft the turret. Besides the turret there were three hatches in the deck, one forward and two aft.

There were thirty-four men in the crew. The men are counted every two hours, as there is great danger of men being lost overboard when running on the surface, and in bad weather they are sometimes counted as often as every half hour.

The turret was divided in two sections. In the after part was the main hatch and behind it a stationary periscope, standing about thirty inches above the surface of the water when the deck was submerged and only the periscope showing. There was no opening in the forward section of the turret, but the fighting periscope, which could be drawn down into the interior or pushed up to ten feet above the surface when the vessel was completely submerged, extended through the top.

For two hours, turn and turn about, the commander and his second stand watch on the iron grips in the turret, one eye on the periscope, the other on the compass. And this goes on for weeks on end. It is only when they lie for a few hours fifty to seventy-five feet below the surface that they can get some rest. And even then there is no real rest, for one or the other of them must be constantly on duty, testing pipes and gauges, air pressure, water pressure, and a thousand other things.

When we dropped through the hatch into the interior of the submarine and the cover was clamped down over our heads the commander at once ordered me back into the turret.

"Hurry, if you want to see her dive," he said.

I climbed into the after section of the turret and fastened my eye to the periscope. Around the top of the turret was a circle of bulls' eyes and I was conscious of the water dashing against them while the spray washed over the glass of the periscope. The little vessel rolled very slightly on the surface, though there was quite a bit of sea running. I watched the horizon through the periscope and watched for the dive, expecting a distinct sensation, but the first thing I noticed was that even the slight roll had ceased and I was surprised to see that the bulls' eyes were completely under water. The next thing there was no more horizon. The periscope also was covered and we were completely beneath the surface.

"Did it make you sick?" the commander asked, when I climbed down from the turret, and when I told him "no" he was surprised, for he said most men were made sick by their first dive.

The thing most astonishing to me about that experience was how a submerged submarine can thread its way through a mine field. For though the water is luminous and translucent one can hardly make out the black hull of the boat under the turret and a mine would have to be on top of you before you could see it. The men who watch for mines must have a sense for them as well as particularly powerful sight.

We continued to dive until we were sixty-eight feet below the surface, too deep to strike any mine, and there we ran tranquilly on our electric engines, while the commander navigated the vessel and the second in command opened champagne in the two by four mess room. After half an hour of underwater work we came near enough the surface for our fighting periscope to stick twenty inches out of the water and searched the lonely horizon for a ship to attack.

It was not long before we sighted a mine trawler, steaming for the harbour, and speeded up to overtake her.

"Pikers!" said our commander, as we circled twice around the trawler; "they can't find us."

Five men on the trawler were scanning the sea with glasses looking for submarines. We could follow all their motions, could tell when they thought they had found us and see their disappointment at their mistakes, but though we were never more than five hundred yards from them, I did not think they were pikers because they did not find us. I had tried that hunt for the tiny wave of a periscope.

"No use wasting a torpedo on those fellows," said our commander. "We will use the gun on them."

"How far away can you use a torpedo?" I asked.

"Two hundred yards is the best distance," he said. "Never more than five hundred. A torpedo is pure guesswork at more than five hundred yards."

We crossed the bow of the trawler, circled around to her starboard quarter and came to the surface, fired nine shots and submerged again in forty-five seconds.

The prey secured, we ran submerged through the mine field and past the net barrier to come to the surface well within the harbour and proceed peacefully to our mooring under the shelter of the guns of the land forts.

Life and work on a German submarine is known to us, of course, only from descriptions in German publications. One of these appeared, previous to our entry in the war, in various journals and was translated and republished by the New York Evening Post. It reads partly as follows:

"U-47 will take provisions and clear for sea. Extreme economical radius."

A first lieutenant, with acting rank of commander, takes the order in the grey dawn of a February day. The hulk of an old corvette with the Iron Cross of 1870 on her stubby foremast is his quarters in port, and on the corvette's deck he is presently saluted by his first engineer and the officer of the watch. On the pier the crew of U-47 await him. At their feet the narrow grey submarine lies alongside, straining a little at her cables.

"Well, we've our orders at last," begins the commander, addressing his crew of thirty, and the crew grin. For this is U-47's first experience of active service. She has done nothing save trial trips hitherto, and has just been overhauled for her first fighting cruise. Her commander snaps out a number of orders. Provisions are to be taken in "up to the neck," fresh water is to be put aboard, and engine-room supplies to be supplemented.