Improvements in Submarine Vessels.
Year: 1899

page_text: Date of Application, 1st Dec., 1899
Complete Specification Left, 16th Aug., 1900-Accepted, 10th Nov., 1900
Improvements in Submarine Vessels.
I, SIMON LAKE, of the corner 3rd and Mount Streets, Atlantic Highlands, in
the County of Monmouth and State of New Jersey, United States of America,
Engineer, do hereby declare the nature of this invention to be as follows:-
This invention relates to submarine vessels, and is particularly designed for
navigating in water covered by surface ice, and has for its object, first, to provide
a submarine boat with means for engaging the underside of the ice or the water
bed to furnish a sliding contact therewith, and to combine with such means,
means for ballasting the boat in such a manner that the contact between the boat
and the bottom of the ice or the water bed may be reduced to a minimum; second,
to provide the boat with a vertically adjustable guide or guides projecting from
the boat and adapted to engage the surface ice or the water-bed and guide the vessel
over the uneven surface thereof; third, to provide a traction wheel adjustably
arranged with relation to the hull and adapted to engage the under surface of the
ice or the water bed, at pleasure, and means for rotating the said wheel to propel
the vessel; fourth, to provide improved means for supplying air to and exhausting
it from the interior of the boat and the engine; fifth, to provide improved means
for rendering harmless back explosions of the engine; sixth, to provide novel
torpedo devices for blasting the ice, blowing up ships, and the like; seventh, to
provide means for affording an exit from the boat through the ice; and lastly,
to provide certain other features of invention hereinafter referred to.
To these ends my invention consists in the features and in the novel construc-
tion, and in the combination and arrangement of parts hereinafter described.
The hull of the vessel is preferably of the usual double-conoidal form and
possessing sufficient strength to resist the pressure of the water at ordinary depths.
It is provided with the usual water-ballast tanks or compartments and means
for admitting and expelling water to and from the same, the tanks and their
connections being so proportioned and arranged as to permit the necessary adjust-
ment of the trim and the variation or destruction of its buoyancy, in order to
suit the various conditions under which the boat is designed to be operated.
The hull is provided externally upon the top and bottom with longitudinal
runners to contact with the under surface of the ice, as when running thereunder
in buoyant condition, or upon the water-bed, as when the buoyancy is wholly
destroyed by suitable manipulation of the water ballast tanks. The upper and
under sides of the hull are also provided with wells in which are pivoted vertically
swinging arms provided, each at its free end, with a traction wheel operated by
suitable driving mechanism, as a chain and sprocket wheels connected with a
shaft actuated by means within the hull for propelling the boat, the lower of such
arms being made buoyant, and both of said arms being thrust and sustained in
their outer operative positions by mechanism contained within the hull. The
upper traction-wheel-carrying arm, when released, is automatically returned by
gravity to its well, while the other traction arm is similarly adapted to be
returned to its inoperative position by its buoyancy.

page_text: To enable the boat to readily pass over or under obstructions while maintain-
ing a given direction of motion, deflecting arms are pivoted to one or both of
its ends to swing in a vertical longitudinal plane beyond the same, and are held
rigidly at a given upward or downward inclination by means of an adjusting and
sustaining device operated from within the vessel, the outer ends of such deflect-
ing arms being provided each with a guide wheel; whereby the contact or either
of such arms or their guide wheels with obstructions at the level at which the
boat is travelling, will cause the latter to be deflected bodily upwardly over a
submerged object or downwardly under a floating obstruction, as an ice field, its
trim being maintained meanwhile by the suitable adjustment of the water ballast
tanks.
The hull is further provided at the top with stuffing boxes, through which are
adapted to be thrust two hollow drill rods telescoped through the upper wall of
the hull so as to be vertically movable and opening at the lower ends into the
interior of the vessel, valved points or cutters being provided on the upper ends
of said drill rods and provided with means for operating their valves from within
the hull, so that, after holes are bored through the ice by means of the drill points
or cutters, the upper ends of the hollow drill rods may be opened to afford,
respectively, an inlet and an outlet for communication between the interior of
the hull and the atmosphere above the ice.
The boat is further provided with a compartment for the reception of a buoyant
torpedo and has a door for normally closing said compartment water-tight and
means for opening said door from the interior of the hull to permit of the escape
of the torpedo, a drum being also arranged in the said compartment carrying an
electrically conducting cable connected to the torpedo and provided with means
whereby said drum may be operated from within the vessel to control the torpedo;
whereby an opening may be made in a field of ice for the ascent of the occupants
of the boat to the surface by first releasing the torpedo from its compartment, then
backing the boat to a safe distance, and finally exploding the torpedo by means of an
electric current through the cable connection from the boat to the torpedo, after
which the boat may be again moved forward to a position directly under the hole
thus formed in the ice.
I
In cases wherein it is unnecessary for the boat to come to the surface, a hole
may be blasted in the ice of such size only as to permit the use by the occupants
of its tubular hatchway vertically and telescopically arranged in the upper side
of the hull and provided with a suitable hatch for normally closing the upper
end of said hatchway water-tight.
When an explosive engine is employed to furnish power for manipulating the
boat, its exhaust is preferably connected with an external condenser which is in
turn connected with a chamber surrounding the lower portion of the outlet pipe
formed by one of the said hollow drill rods, which latter has a lateral hole or
port adapted to communicate with said chamber. The raising of such outlet pipe
to bring its lateral hole or port within the exhaust chamber surrounding said
pipe operates to open communication between the same and said chamber to permit
it to lead away the products of combustion of the engine.
To avoid any injurious consequences from back explosions of the engine, its
inlet pipe is connected to an air supply tank whose inlet passage has a check
valve through which the engine draws its air supply from the interior of the
boat. The back explosions of the engine thus operate merely to close the check
valve, thereby preventing the escape of the products of combustion into the
boat.
When it is desired to propel the boat during submergence, or to recharge a
series of storage batteries such as is usually provided in boats of the present
general type, communication with the atmosphere may be established, when the
boat is not running under a field of ice, by means of two sections of flexible hose
coupled at the lower ends to suitable nipples, the one fapped directly into the
side of the condenser and the other into the wall of the vessel at some adjacent

page_text: point, the upper ends of said hose being provided with automatically closing
valves to exclude water, and supported by a float upon the surface with their
normally open extremities exposed to the atmosphere.
Dated this 30th day of November 1899.
H. B. BARLOW & GILLETT,
Agents for Applicant.
I, SIMON LAKE, of cor. 3rd and Mount Streets, Atlantic Highlands,. Monmouth
County, New Jersey, United States of America, Engineer, do hereby declare the
nature of this invention and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement:-
This invention relates to submarine vessels, and is particularly designed for
navigating in water covered by surface ice, and has for its object, first, to provide
a submarine boat with means for engaging the under side of the ice to furnish.
a sliding contact therewith and to combine with such means means for bailast-
ing the boat in such a manner that the contact between the boat and the bottom
of the ice will be reduced to a minimum; second, to provide the boat with a
vertically-adjusted guide or guides projecting from the Boat and adapted to engage
the surface ice or the water-bed and guide the vessel over the uneven surface
thereof; third, to provide a traction-wheel arranged to engage the under surface
of the ice and means for rotating the said wheel to propel. the vessel;. fourth to
provide improved. means for supplying air to and exhausting from. the interior.
of the boat and the engine; fifth, to provide improved means for rendering harm-
less back explosions of the engine; sixth, to provide novel torpedo mechanism
for blasting the ice, blowing up ships and the like;. seventh,. to provide means
for affording an exit from the boat through. the ice; and, lastly, to provide certain.
other features of invention, hereinafter fully described.
To these ends my invention consists in the features and in the novel construc-
tion, combination and arrangement of parts hereinafter described,. and particu-
larly pointed out in the claims following the description, reference being had
to the accompanying drawings, forming a part of this specification, wherein-
Figure 1 is a vertical central longitudinal sectional view of my improved sub-
marine boat, illustrating the same in contact with the under surface of the ice..
Fig. 2 is a top plan view of the boat, partially in horizontal section. Fig. 3 is a
transverse vertical section taken on the line 3 3 of Fig. 1. Fig. 4 is a similar.
view on the line 4 4 of Fig. 1. Fig. 5 is a similar view on the line 5 5 of Fig. 1.
Fig. 6 is a view illustrating the operation of the guide-arms.
Referring to the drawings, the numeral 1 indicates the hull of the vessel, which.
is preferably of usual double conoidal form and possessing sufficient strength to
resist the pressure of the water at ordinary depths. The vessel is shown as being.
provided with a superstructure 2 and a substructure 3, each consisting of an outer
shell or casing extending from the bow to the stern and having converging.
sides 4, united at their outer edges by transverse horizontal decks or partitions 5.
The upper and lower decks or partitions 5 intermediate their forward and after.
ends are parallel for the major portion of their length with the upper and lower
portions of the hull proper, 1, and at their ends are tapered to a point and curved,
toward and united to the conical bow and stern of the hull 1. The superstructure
and substructure are united with the cylindrical hull water-tight, and each is.
provided at its outer edges with longitudinal rails or runners 6, which project

page_text: beyond the decks or partitions 5, as most clearly shown in Figs. 3, 4, and 5, and
which extend from the bow to the stern and follow the outlines of the said decks
or partitions. Arranged within the substructure 3 is a series of tanks 7, which
are adapted to contain water to serve as ballast, and means well known and usual
in submarine vessels are provided for filling and emptying the tanks to adjust
the trim of the boat and to adjust or destroy its buoyancy.
Pivoted in the bow and stern of the vessel are guide-arms 8, which project in
front and rear of the boat and at their outer ends are provided with guide-
wheels 9. The inner end of each of said arms project inboard and is loosely
connected to a nut 10, that is threaded onto a vertical shaft 11, fitted to turn in
fixed bearings. By turning the screw-shaft 11 the guide-arm will be swung
about its fulcrum 12 above or below the longitudinal axis of the boat, as shown
in Fig. 1, and when the arm is swung to the extreme limit of its movement in
either direction it will preferably lie in the same inclined plane as the adjacent
end of the upper or lower runners, for the purpose hereinafter explained.
The boat is preferably provided with twin propellers 13, fixed on shafts 14,
which are driven by engines 15 when the vessel is afloat upon the surface or when
the vessel is in communication with the atmosphere and by convertible electric
motors 16 when the vessel is running submerged. For furnishing the power to
drive the motors provide storage batteries 17, arranged in a compartment 18
in the substructure. The motors 16 are convertible into dynamos, and when the
vessel is in communication with the atmosphere the engines may be employed
to drive the dynamos to generate currents by means of which the batteries are
charged. For this purpose suitable and ordinary clutch mechanism (not shown)
is provided for throwing the propellers out of operation.
Arranged in the superstructure and substructure, respectively, are wells 19
and 19, in which are pivoted two pairs of hollow arms 20 and 20ª, and in the
free ends of the latter are journaled traction-wheels, 21 and 21ª, having toothed
peripheries. One end of each arm is pivoted on a shaft 22, the outer end of
which is provided with a sprocket-wheel 23, that is geared by a chain 24 to a
corresponding sprocket-wheel 25, fixed on the axis of the traction-wheel carried
by the arm. On each shaft 22 is a bevel-gear 26, which is engaged by a similar
beveled gear 27, arranged on the end of a vertical shaft 28. The shaft 28 is
adapted to be driven by an electric motor 29 and may be thrown into and out
of gear, by ordinarily shifting mechanism, (not shown), with either of the shafts 22
and through the medium of the gearing described rotates the traction-wheels.
Let it be assumed that the boat is submerged with its upper runners 6 resting
lightly in contact with the under side of the ice. Then by throwing the upper
shaft 22 into gear with the driving-shaft 28 and starting up the motor the arm 20
will be thrown upward by the initial movement of the gears and cause the
traction-wheel 21 to engage the under side of the ice, and as said wheel is rotated
by the means described it will operate to draw or propel the vessel forward. The
runners 6 present a very small surface to contact with the ice, and hence offer but
little resistance to the boat's progress, and by admitting water to the ballast-tanks
in such quantity as to barely render the boat buoyant the friction between the
runners and the ice will be reduced to a minimum. When traveling in this
manner, (either forward or backward), the arms 8 will be swung down into the
position shown in Fig. 1 and will act as fenders or feelers, so that should the ice
suddenly increase in thickness or unevenness, or if when the boat in running
awash it should approach the edge of an ice field or pack, or in the event of the
boat encountering a partially submerged obstruction of any nature, the guide will
engage the obstruction and roll along the under side thereof, causing the boat
to dip under the same. In a similar manner the boat may be caused to travel
over the bottom or water-bed on the runners attached to the substructure and be
propelled forward by means of the traction-wheel 21ª, and in such case the arm 8
will be swung upward. as shown by dotted lines in Fig. 6, and will operate to
guide the boat over obstructions on the bottom. When the vessel is traveling

page_text: upon the surface of the water, the arms 20 and 20ª are drawn into their wells by
any suitable means, (not shown), or for this purpose the arm 20 may be made
heavy enough to drop by gravity into its well, while the arm 20 may be made
sufficiently buoyant to float up into its well when thrown out of gear with the
driving mechanism.
In practice the vessel will be provided with compressed-air reservoirs and a
pump for charging them, from which the air in the vessel may be renewed from
time to time, whereby the vessel may run for a comparatively long period of
time without the necessity of communicating with the atmosphere."
To enable the vessel to take in a fresh supply of atmospheric air to recharge
the compressed-air tanks or to permit of running the oil-engines to drive the
dynamos to recharge the storage batteries, I provide the following means:
Arranged to be thrust in and out through stuffing boxes 30 in the top of the
vessel are two metallic tubes 31, that are open at their lower inner ends and
have fitted on their upper outer ends drill points or cutters 32, in which are
formed apertures or air-openings arranged to be closed by valves 33. The valves
are provided with pendant stems or rods 34, which extend down through the
tubes into the interior of the vessel. The tubes 31 constitute both air-tubes and
drill-rods, and any suitable drill mechanism may be provided for rotating the
same. When it is desired to recharge the compressed-air tanks, the vessel is
stopped and the drill mechanism is set into operation. The drills bore or cut'
through the ice, and when their points project beyond the top of the ice the
valve-rods 34 are raised and held up, thus opening the apertures in the drill points
or cutters and placing the interior of the vessel in communication with the atmo-
sphere, when the air-compressor may be put in operation to charge the tanks with
a fresh supply of compressed air. For the purpose of maintaining a circulation
of the atmospheric air through the vessel I provide an air-pump 35, the intake
of which communicates with the interior of the vessel and its outlet is detach-
ably connected by a flexible tubing 36 with the lower end of the tube 31. The
pump 35 being put in operation, the air is drawn into the vessel through the
forward tube 31 and is forcibly ejected through the after tube 31, a constant
supply of fresh pure air being thus provided.
When the vessel is in the position above described, the storage batteries may
be recharged by setting the oil-engines in operation to drive the dynamo3. I
have found in practice that most injurious results follow the occasional back
explosions of the engines, the gases being blown back into the vessel, vitiating
the air and rendering the screw liable to asphyxiation. To guard against and
prevent such a result, I provide an air-chamber 37, with which the air-supply
pipe 38 of the engines communicates. The chamber takes its supply of air from
the interior of the vessel through an inwardly-opening valve 39, the arrange-
ment being such that should a back explosion occur in the engines the valve 39
will automatically and immediately be closed by the pressure of the explosion
and will prevent the gases from being blown into the interior, and the tank or
chamber is of such size that a series of such explosions may occur in succession
without injury. As the engines draw in the air from the chamber 37 to mix
with the oil-gas the valve 39 rises and admits air to the chamber to supply the
place of the air withdrawn, so that the air-chamber will always be filled. From
the engines leads an exhaust-pipe 40, which discharges into a condenser consist-
ing of a tank 41, arranged on top of the hull 1 in the superstructure and provided
with a plurality of water-tubes 42, which pass transversely through the tank 41
water-tight and at their ends communicate with the water surrounding the vessel.
From the tank 41 leads a pipe 43, which enters a chamber 44, surrounding the
air-tube 31, and the latter, near its lower end, is perforated, as at 45. Assuming
the combined air-tubes and rill-rods 31, 32, and 34 to be in the position shown in
Fig. 1 and the engines to be in operation, the burned gases from the latter will
be exhausted by the pipe 40 into the condenser, where the gases will be cooled
and condensed by the water passing through the water-tubes. The volume of

page_text: the burned gases is thus reduced, rendering their passage to the atmosphere easy
and avoiding the loud explosive sounds usually caused by the exhaust of engines
of the type referred to. From the condenser the gases pass by the pipe 43 into
chamber 44 and through the perforations 45 into the tube 31, from the upper
end of which latter they escape into the atmosphere. The drills may be accom-
modated to drill through ice of any thickness that may be encountered by pro-
viding a number of tube-sections, which may be screwed or otherwise suitably,
coupled to the drill-tubes and to each other.
To afford egress from the vessel through the ice, I provide means for blasting
through the ice and a companion-way that may be thrust up through the open-
ing blasted in the ice, constructed and operating as follows: Arranged in the
upper part of the hull 1 is a chamber 46, which communicates with the exterior
of the vessel by an opening in the hull, normally closed by a door or cover 47.
The door is hinged on a pintle 48, which extends into the interior of the vessel,
and is provided with a handle 49, by means of which the door may be opened
and closed from the boat's interior. Journaled in the chamber 46 is a drum 50,
on which is wound a cable 51, the end of the cable being attached to a torpedo 52,.
which rests within the chamber. A door 53 is provided for affording access to
the chamber 46 from the interior of the vessel to enable the torpedo being placed
in the chamber, and a crank or its equivalent may be provided for operating the
drum 50 from the interior of the boat in a manner well understood by those
skilled in the art to which this invention relates. By opening the door 47 the
torpedo is released and floats out of the chamber and up against the bottom of
the ice or vessel, as the case may be. Then by backing the boat the cable is
paid off by the drum and the vessel removed to a safe distance, when the torpedo
may be exploded by any well-known or preferred means. After an opening has
been formed in the ice by the explosion of the torpedo the boat is propelled
forward again until it lies beneath said opening, when a passage from the interior
of the boat to the surface of the ice may be had by the following means: Formed
in the vessel is an air-tight compartment 54, that extends vertically through the
top and bottom of the hull 1 and to the decks 5 of the super and sub structures 2
and 3. Telescoped in a stuffing-box 55 in the upper deck of the superstructure
is a tubular hatchway 56, that is adapted to be closed air and water tight at
top and bottom by doors 57 and 58. Means for raising and lowering the tele-
scoping hatchway, of any suitable construction, are provided, a rope and pulley 59
being shown for the purpose in the drawings. When an opening has been blasted
in the ice, as described, the vessel may be brought thereunder and the tubular
hatchway raised and thrust up through the opening in the ice and the doors 57
and 58 opened. The tubular hatchway is provided with a companion-ladder 60,
by means of which the members of the crew may ascend to the surface of the
ice. The compartment 54 forms an air-lock and is provided with a door 61,
opening into the interior of the vessel, and a door 62, communicating with the
exterior thereof. A diver by entering the chamber 54 and closing the door 61
can then pass to the exterior of the vessel through the door 62 and may return to
the vessel in the same manner, compressed air from the reservoirs being admitted
to the chamber until the pressure is equal to the pressure of the water surrounding
the vessel, and thus prevents the entrance of water into the chamber.
Any suitable or preferred means for steering or guiding the vessel may be
provided, and for this purpose I have shown twin rudders 63, arranged in open
compartments 64 and 65, formed in the after portions of the super and sub
structures.
At times it may be desirable to run submerged and employ the engines for
the purpose of driving the propellers, or it may be desirable operate the engines
to recharge the storage batteries without rising to the surface to supply to and
exhaust the air from the engines, and to meet such conditions I have provided
the following means: Tapped in the side of the condenser-tank is a hose-
nipple 66, which when not in use is adapted to be closed by a plug or stopper 67,

page_text: and a similar hose-nipple 68 is tapped into the side of the vessel, as shown most
clearly in Fig. 4. Adapted to be coupled to said nipples are two sections of
hose 69 and 70, which at their other ends are respectively coupled to nozzles 71
and 72, carried by a float 73. The nozzles are bent downward at their outer
ends, as shown in Fig. 6, to prevent spray and water from washing down through
the hose, and said nozzles as well as the hose-nipples, are provided with check-
valves of ordinary construction, the check-valves in the nozzles preventing the
entrance of water in the event of the float being drawn beneath the surface of
the water and the check-valves in the nipples serving the same purpose should
the hose-sections be cut or carried away by an obstruction. The air enters the
vessel through the air-hose 70 and is discharged from the condenser-tank through
the hose 69.
It will be manifest that the super and sub structures may be omitted and the
runners attached directly to the hull, and it will also be obvious that but a single
propeller and engine may be employed.
I have described the buoyant torpedo as being for the purpose of blasting the
ice; but it will be evident that it could also be employed as a weapon of offense,
and in such cases the torpedo would be deposited under or permitted to float
against a vessel of the enemy and after the submarine boat has receded to a safe
distance would be exploded. It could also be employed for destroying derelicts
and other obstructions.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:
1. The combination with a submarine boat constructed to travel beneath surface
ice, of a runner attached to the upper side of the boat and arranged to contact
with the under side of the ice, substantially as described.
2: The combination with a submarine boat constructed to travel beneath sur-
face ice, of runners attached to the upper and under sides of the boat, and means
for ballasting said boat to cause the upper runner to contact with the ice or
the lower runner to contact with the water-bed, substantially as described..
3. In a submarine boat constructed to travel beneath surface ice, runners
attached to the upper side of the boat and arranged to contact with the under side
of the ice, a traction-wheel arranged to engage the under surface of the ice, and
means for driving said wheel to propel the vessel, substantially as described.
4. In a submarine boat constructed to travel beneath and in contact with
surface ice, an arm pivoted at one end in a well in the upper side of the boat,
a traction-wheel journaled in the other end of the said arm, means for raising
said arm to throw said wheel into contact with the ice, and mechanism for driving
said wheel to propel the boat, substantially as described.
5. In a submarine boat provided with a well in its under side, of a buoyant
arm pivoted at one end in said well and operating to automatically rise and
house itself in the well, a traction-wheel journaled in the free end of said arm,
means for submerging the boat, means for swinging downward the arm to hold
the traction-wheel in contact with the bottom, and mechanism for driving the
traction-wheel to propel the boat, substantially as described.
6. The combination with a submarine boat and means, such as water-ballast
tanks, for maintaining the vessel on substantially an even keel as it is moved
bodily to different levels, of an arm projecting beyond the end of the boat and
arranged to engage obstructions in the path of the boat, and means for holding
said arm rigid to deflect the boat from a horizontal plane, substantially as
described.
7. The combination with a submarine boat and means such as water-ballast
tanks, for maintaining the vessel on substantially an even keel as it is moved
bodily to different levels, of an arm projecting beyond the end of the boat, a
guide-wheel journaled in the free end of the arm, and means for holding said
arm rigid, substantially as described and for the purpose specified.

page_text: 8. The combination with a submarine boat, of a hollow drill telescoped through
the top of the vessel and constructed to drill a hole through surface ice, said
drill being arranged to communicate at its opposite ends with the interior of
the boat and the atmosphere above the ice, substantially as described.
9. The combination with a submarine boat, of a hollow drill-rod telescoped
through the top of the boat and opening at its lower end into the interior of the
vessel, a valved point or cutter arranged on the upper end of the drill-rod, and
means for opening the valve to place the hollow drill-rod in communication with
the atmosphere above the ice, substantially as described.
10. The combination with a submarine boat, of two hollow telescopic tubes in
the top of the boat, and communicating at their, opposite ends respectively with
the interior of the boat and the atmosphere, one of said tubes forming an air-
inlet and the other and air-outlet; and valves arranged for opening and closing
said tubes, substantially as described.
11. In a submarine boat having a compartment for the reception of a buoyant
torpedo; of a door for normally closing said compartment water-tight, means
for opening said door from the interior of the vessel to permit the escape of the
torpedo, a drum arranged in the compartment, a cable wound upon the drum and
connected to the torpedo, and means for operating the drum from the interior
of the vessel to control the torpedo, substantially as described.
12. The combination with a submarine boat, of a tubular hatchway telescopic-
ally arranged in the upper side of the boat, and a hatch for normally closing the
upper end of said hatchway water-tight, substantially as described.
13. In a submarine boat, the combination with an air-inlet adapted to com-
municate with the atmosphere, of an explosive-engine, an exhaust for discharging
the burned gases from the engine to the exterior of the boat, an air-tank arranged
in the boat and having an air-inlet communicating with the interior of the vessel,
an air-pipe leading from the air-tank to the cylinder of the engine, and a valve
controlling the air-inlet in the tank and arranged to be closed by the back
explosion of the engine, substantially as described.
14. In a submarine boat, the combination with the hull and an engine, arranged
therein, of a closed chamber arranged in the upper part of the boat and com-
municating with the exhaust of the engine, and a discharge-tube telescopically
arranged in said chamber and the hull and having an opening formed near its
lower end arranged to establish communication between said chamber and the
interior of the tube when the latter is raised, substantially as described.
Dated this 15th day of August 1900
H. B. BARLOW & GILLETT,
Agents for the Applicant, 17, St.. Ann's Square, Manchester.