AN ELECTRICAL SUBMARINE VESSEL
Year: 1885

page_text: JAMES FRANKLIN WADDINGTON 40 Dingle Road Tranmere Birkenhead Cheshire
Shipbuilder do hereby declare the nature of my invention for AN ELECTRICAL
SUBMARINE VESSEL to be as follows:-
Constructed of Steel-All transverse sections are circular and any longitudinal
section is the segment of a circle-The vessel is driven by a screw propeller at the
after end, which is worked by Electrical power-Sinks below or rises above the
surface of the water by aid of inclinable planes A A, placed horizontally on each
side admidships Also by admitting water into tanks B B or forcing it out-The
vessel may be inclined horizontally by a rudder CC placed horizontally at the after
end, in addition to the ordinary vertical rudder D D for steering-Access into the
vessel is had by means of the water-tight scuttle E in the top of the conning-
tower F, which is raised above the top of the vessel admidships-The air supply is
to be renewed by the means of chemicals The vessel has water-tight compart-
ments G and H for water ballast besides the tanks B B.

page_text: I, JAMES FRANKLIN WADDINGTON, 40 Dingle Road, Tranmere, Birkenhead,
Cheshire, 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:—
In submarine boats, or boats that are intended to be navigated below the surface
of the water as at present constructed, the propulsion of them is a matter of
difficulty owing to the small amount of available space for the motor and the
inconvenience or impracticability of employing a combustible fuel for the purpose
of generating heat or steam. Manual and other motors have been employed, but
these also have not proved entirely satisfactory.
I consider that electricity will be found the best force or power that can be
adopted for propelling such boats, and to construct a submarine boat propelled and
controlled by the agency of electricity is the object of my invention.
It will best be described by aid of the accompanying drawings:
Figure 1. Longitudinal section in elevation.
Figure 2. Longitudinal section in plan.
Figure 8. Transverse section amidships.
Figure 4. Transverse section on line -x.
Figure 5. Enlarged transverse section on line y―y.
Figure 6. Enlarged transverse section of conning tower.
Figure 7. Plan of disengaging gear for locomotive torpedo.
Figure 8. Sectional elevation through propeller well K showing method of
actuating the propellers.
Figure 9. Sectional plan of same,
Figure 10. Sectional elevation showing method of attaching keel weights N.
Figure 11. Sectional elevation of mechanism for controlling horizontal rudders H.
Figure 12. Plan of same as seen from below.
Figure 13. Side elevation.
Figure 14. Plan.
Figure 15. End elevation of detaching device for mine torpedo W.
The hull 4 of the boat is constructed of plates preferably of steel placed or
jointed together so as to offer as little resistance as possible when passing through
the water. a are angle iron strengthening pieces or ribs to which the plates are
secured by rivets. The hull A is preferably circular in transverse section taken at
any point, and in longitudinal section forms the segment of a circle. The dis-
placement of each half of the boat from the amidships section is equal and the
same. The propulsion of the vessel in any required direction is effected by means
of electrical power; B is the propeller of ordinary construction at the end of the
propeller shaft b. C is an electro-dynamic motor of any suitable construction, and
of a size to give the power required according to the capacity or displacement of
the boat. The electricity to drive the motor is carried in a number of secondary
batteries, accumulators or storage cells D placed in the boat. These are shown

page_text: below the bed plate e of the motor under the seats E, and in front of the ballast
tanks L. The connecting wires are not shewn in the drawings, as it will be
evident to the skilled electrician or engineer, where they may best be carried to
form the connections between the cells and the motor. The propeller shaft b is
coupled to the shaft of the motor by a coupling c¹ and passes through the bearing
or tube 6. The vessel is steered or directed on its course through the water by
the vertical rudder G, the horizontal rudder H and the side planes or rudders I.
The rudder G is of ordinary construction placed vertically and for the purpose of
directing or altering the course of the boat either to right or left in a horizontal
plane. It is actuated by a lever or. tiller G connected to the crank g by means of
the connecting rods or links g¹. The blade of the rudder is formed in two parts,
one extending above and the other below the shell of the boat, and are connected
together by or secured to the same, shaft G. The horizontal rudder H is of
similar construction to the vertical rudder G extending from the sides of the boat.
The object of this rudder is to cause the boat to travel in a horizontal plane when
not otherwise directed by the rudders or inclined planes I. For this purpose the
crank h on the shaft H is connected by the roda or links h¹ to a pendulum or
mechanism actuated by a pendulum which is shown in detail in Figure 11.
As the axes of the rudders G and H must be placed on the central transverse
axis of the boat it is necessary to crank the shafts Q", H in the centre so as to
avoid the propeller shaft b. This is shown in detail in Figure 5 which is a
transverse section through the boat on the axis of the horizontal rudder shaft.
(The explanation of the horizontal rudder H will also serve for the vertical rudder G,
the axis of which runs vertically instead of horizontally). H are the rudder blades,
Hthe connecting shaft, h crank on the shaft H. h crank pin with movable
bush, a socket on which the connecting rods or links h¹ are screwed or other-
wise secured. The shaft H¹¹ may simply be of one piece bent or cranked in the
centre, but I prefer the arrangement shown. The crank acts for the double purpose
of allowing the rudder shaft to pass clear of the propeller shaft and as a means.
whereby the rudder is moved as required.
In order that the tendency of the boat may always be to move in a horizontal.
plane, it is provided with the horizontal rudders H herein before described; the
rods or links h¹ are connected with a pendulum swinging from below the deck of
the boat. As the tendency of the pendulum is to remain vertical, any inclination
of the boat will cause its position relatively to the hull of the boat to vary and
a corresponding movement will take place in the rods or links has the relative
positions of the pendulum and rudder cannot alter, the rudder remaining horizontal
when the pendulum is vertical. I find however that the action of the pendulum
upon the rudder unaided is too sluggish and requires to be mechanically assisted,
I therefore form on the end of the rod h a male screw, see Figures 11 and 12,
fitting into a female screw in a worm wheel. The wheel j is carried by a bracket
or journal wherein it is free to revolve. The pendulum J is connected with a
small electro dynamic motor ♫ so that the swinging or relative inclination of the
pendulum in one direction will complete the electrical circuit with the motor and
cause it to rotate in one direction, and the inclination of the pendulum in the
other direction will complete the electrical circuit so that the motor will rotate
in the opposite direction. The rotation of the motor causes the worm Ju to rotate,
through which, motion is conveyed to the worm wheel. The rotation of the worm
wheel by the action of the screws gives a longitudinal motion to the rod h¹. By.
. an arrangement such as this, a very slight inclination of the boat will immediately
cause the rudder to act to counteract it. By a very alight alteration of or addition
to this arrangement it could be adapted for steering the boat in an upward or
downward direction, but it is not intended for that purpose.
When I wish the vessel to descend below the surface of the water, I fill the
ballast tanks L, L, so that the vessel has very little buoyancy.
When the boat is in motion I use the inclined planes or rudders I to guide it in
an upward or downward course. These are pivoted amidships (see Figure 1) and,

page_text: are operated by the handle I' which is connected therewith by the links or levers i.
The two rudders are moved by one handle, the levers i being connected together
by means of the spindle i'.
K is a tubular casing or well formed right through the boat from top to bottom,
placed in suitable position as shown. In each of these is placed revolving fans or
screws K¹. The action of these screws is to cause the boat to rapidly rise or
submerge itself in the water when the propeller is at rest, and there is no motion
whereby the side planes rudder I can be brought into action. By the use of the
side planes or the revolving fans the boat may by mechanical means be submerged
without destroying altogether its buoyancy. An arrangement similar to the
pendulum fitted to the after horizontal rudders can be fitted to the electro motors
of the fans, so that the vessel can be kept horizontal under water when not in
motion by stopping either for a few seconds. These are each actuated by a small
electro-motor k geared as shown in Figures 1 and 2, and in detail in Figures 8
and 9, Figure 8 being an elevation and Figure 9 a plan view. The electricity is
obtained from the batteries or cells previously described. L are tanks for water
_ballast, M is a rotary or other pump which may be coupled to the motor for the
purpose of pumping out the tanks L. M' is a small hand force pump for use in
emptying the tanks, should the pressure at any time be too great to allow of the
rotary pump M being used or in case of any break down of the other pump. Z pipe
connecting the tanks L. m pipe connecting the pump M with the tanks, and m¹
discharge pipe from the pump. To the bottom of the boat are one, two or more
detachable weights N, by releasing which, the buoyancy or floating power of the
boat may be increased, and which when in position help to keep the boat in its
horizontal position. The weights N may be secured as shown in Figure 10 by
means of L-shaped levers n fitting under projections n¹ in the weights. By
turning the handles round the weights may be released. The boat may also very
rapidly be brought to the surface of the water by the action of the screws K³,
assisted by either the pumping out of the tanks L or the detaching of the
weights N. The compressed air can also be used to drive the water out of ballast
tanks.
O are water-tight bulk-heads forming water-tight compartments O¹ at either
end of the vessel. These compartments may be used to carry a supply of
compressed air for use in the boat as the air therein becomes vitiated or used up.
o is a pressure gauge to indicate the pressure of the air in the compartments 0¹,
If desirable the bottom portion of these compartments may be used for water
ballast tanks. A caustic alkali or other absorbent chemical may be used to absorb
the carbonic acid gas exhaled by the occupants of the boat. P is a conning tower
provided with look-out windows p. Q is a watertight scuttle placed over the
conning tower forming a means of entrance to and exit from the boat. As shown
in dotted lines hinged stanchions are placed fore and abaft of the conning tower
through which ropes or lines are passed to serve as guides or supports for a person
entering the boat. The ropes are removed and the stanchions turned down when
the boat is under-weigb. The scuttle Q is made watertight by means of an india
rubber or other suitable packing Q¹ upon which it is tightly screwed down. It is
hinged at one side at q and secured at the other side by the screws q¹. In front of
the conning tower where it can readily be seen is placed a pressure gauge R open
to the outside, by means of which the pressure on the shell of the boat can be
ascertained and the depth from the surface calculated. R¹ is a powerful electric
search lamp on the outside of the vessel. Valves or taps are provided to allow air
to pass from the compartments O¹ into the boat. S₁ is a valve or tap to allow of
the escape of vitiated air from the boat when the pressure owing to the admission
becomes too great to be comfortable. An anemometer or patent- log may be
attached at any convenient place to the bull of the vessel with the dial placed
inside so that the speed of the vessel may be determined, to allow of a calculation
being made to ascertain or determine its position or the distance travelled. A
camera obscura with a telescopio tube and cock may also be used to see on the

page_text: surface the vessel being only a few feet beneath. Also a telemeter for measuring
distances. T is a lock through which articles may be passed into the vessel when
under water or awash without taking in more water than will fill the lock T. It
is provided with two watertight scuttles tt fastened on the inside and opening
outwards. When the outer one is shut no water can pass through. When it is
required to use them the fastening of the outer one is released and the inner one
closed. The pressure of the water keeps the outer one closed after the fastening is
undone. The fastening may be similar to that shown in Figure 13 for securing
the inner scuttle. The outer scuttle t may be secured by suitable fastening that
can be turned from inside or outside. It is opened and the article placed therein,
and then closed again, the inner scuttle is then opened allowing of the articles to
be taken into the boat with only what water is contained in the lock T. In large
boats this lock could be made of sufficient capacity to hold a man, and may be
utilised for taking a diver in or allowing him to get out of the boat when under
water, u are glands on the shafts where they pass through the shell of the vessel
or through the bulk heads.
When used as a submarine torpedo boat, the torpedoes are carried on the outside
secured so as to be released from the inside at pleasure. A locomotive torpedo V
may be carried at each side of the vessel. The torpedoes will rest in semicircular
brackets. v and in the water so that when they are detached it makes no difference
in the displacement of the submarine vessel, and be held therein by means of
elastic bands or grips v¹ passing over them. Holes in ends of the bands are passed
over pins or hooks on a rod or spindle V, the turning of which releases the band.
The rod V is turned by means of the handle on the inside of the ship. The
end of the rod is fitted with a wire guard V₁ to protect the end of the torpedo
from coming into contact with any submerged or floating thing. The projection vill
when the rod is turned comes in contact with a projection or button on the side of
the torpedo, and by moving the gear the propelling mechanism therein is set in
motion so that the turning of the handle at one operation releases the torpedo,
removes the guard from before it and sets it in motion. W is a mine torpedo
carried abaft the conning tower, and is connected to the vessel by an electrical
cable wound on a drum W'. The apparatus for securing and detaching this
torpedo is shown in detail in Figures 13, 14 and 15, by turning the lever w inside
the boat, the pin wl is released. The pin wl passes through an eye in the bottom
of the torpedo and is hinged or pivoted at the other end. When the end is released
the buoyancy of the torpedo causes it to rise when it easily disengages itself from
the pin. It will then rise by means of its own buoyancy under the bottom or by
the side of any vessel and fired from the submarine boat by electricity when the
latter has removed to a safe distance.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I wish it to be under-
stood, that I do not claim broadly the use of electricity for propelling ships or
boats as I am aware that experiments have already been made in which launches
and similar small boats have been driven by electrical power, but I am not aware
that electricity has been applied to a submarine boat, or that a submarine boat has
been constructed which has been propelled and controlled by electricity, nor do
I make any specific claim for the apparatus for submerging or raising the vessel
shewn in Figures 8, 9, and 10, nor for the apparatus for carrying or discharging
the torpedoes, but I declare that what I claim is :-
1st. A submarine boat actuated and controlled by electrical power, constructed
substantially as herein described, having a number of storage cells, accumulators or
secondary batteries carrying electricity and one or more electro dynamic machines
or electro motors from which the propeller and other mechanism are driven.
2nd. In a submarine boat propelled and controlled by electrical power the com-
bination with a penduluin of the horizontal rudders for maintaining the boat in a

page_text: horizontal course with the additional combination of an electro dynamic machine,
substantially as described.
3rd. In a submarine boat propelled by electrical power, the combination of the
watertight compartments, the ballast tanks and the inclined planes or rudders
amidships, all substantially as and for the purposes described.
4th. A submarine boat constructed and arranged, substantially as shown and
described, always excepting the apparatus shown in Figures 8, 9 and 10 and the
torpedo carrying and discharging apparatus.
T