Part 1: Introduction
Part 2: First Submarine for US Navy

This was the time when there was a general trend away from expansionism toward isolationism, with the submarine viewed, if at all, as only a coastal or harbor-defense craft. In England an attack by a submarine (soon to be from one of those ‘dastardly’ U-Boats) was considered ‘patently unfair, underhanded and damned un-English’ with the craft being ‘manned by cowardly fiends incarnate!' (a quote by a British Admiral)

But, for some time in the US NAVY there was considerable interest in developing a submarine capable of ‘modern fleet speed’ (to render the expensive battleship obsolete). Plus, many of the submarine operators were pressing for greater range and endurance, higher speeds, better seakeeping abilities and more powerful armament. This would be achieved by doubling the number of engines and lengthening the pressure hull. Hence, the size of the submarine was to grow and its hull shape to deviate away from Holland’s optimum shape. Concepts used in this type of submarine included saddle tanks and double hull designs which moved the ballast and fuel tanks outside the pressure hull to increase endurance; bridges, bows and decking to allow better seakeeping; and guns to increase armament (for self-protection while on the surface recharging batteries and ventilating the boat or for use against smaller targets). The ideal submarine of that period was one that would keep up with the battle fleet i.e., 21 knots sustained surface speed, one with what was called an ‘overseas’ capability. This requirement put a great burden on the propulsion system.

Congress authorized the building of one such ‘twenty knot’ submarine just before World War I broke out in Europe. This 1,100 ton displacement monster was 268 feet long, but could dive to only 150 feet. It was the NAVY’s first attempt at a ‘fleet submarine’. But, development of this fleet submarine was put on hold during World War I, since it was considered the NAVY’s lowest priority. The boat was finally completed as the T-1 in 1920.

However, prior to World War I most of the submarines being funded by Congress were for coastal defense; just extensions of the HOLLAND type. Most of these were to be built by the Electric Boat Company at Groton, Connecticut. These boats used diesel engines for surface propulsion and to recharge their batteries. Diesels were more reliable and safer than gasoline engines with their volatile gasoline fuel and dangerous fumes. The number of torpedo tubes had been increased to four 18-inch diameter tubes. Usually a small caliber deck gun was fitted but effective only against the smallest enemy craft. Surface speed on the diesel engines was typically 14 knots, with a submerged speed of 10 knots for a few hours on the battery. The crew size was about 25 men. By 1912 reasonably effective submarines of 400 tons displacement and a length of 160 feet had been designed.

Navigation was by periscope, and torpedo fire control was obtained by pointing the submarine hull in the direction the torpedo was to travel.

The operating depth was not critical in 1912, since all that was required was complete concealment beneath the surface was entirely adequate and could be obtained from riveting mild steel plating. These single hull submarines contained all their systems, including ballast tanks, within the hull which took up valuable internal volume; but they offered the least underwater resistance.

More USN Technical History

Part 1: Introduction
Part 2: First Submarine for US Navy
Part 3: Development Prior to WWI
Part 4: Development During WWI
Part 5: Post WWI Activity
Part 6: The "S" Class
Part 7: Pre-WWII Build-up and WWII Developments
Part 8: Radar and Countermeasures
Part 9: Post WWII
Part 10: Missiles, Subs, and the USS Albacore