THE EVOLUTION OF A SUBMARINE—AS A WARSHIP. At the close of the 19th century, the hail heard around the world was Britannia Rules the Sea. Ships of the Royal Navy were high profile targets for their enemies—both foreign and domestic. Douglas Porch, in his book The Path to Victory published in 2004, by Farrar, Straus, […]
THE EVOLUTION OF A SUBMARINE—AS A WARSHIP. At the close of the 19
th century, the hail heard around the world was
Britannia Rules the Sea. Ships of the Royal Navy were high profile targets for their enemies—both foreign and domestic.
Douglas Porch, in his book
The Path to Victory published in 2004, by Farrar, Straus, and Giroux in New York, revealed that Irish revolutionaries in 1876, known as the
Fenian Brotherhood, contracted John P. Holland, an Irish-American who had immigrated to the US in 1872, to develop a way to sneak up on British ships from underwater, and sink them.
Holland’s work began in Paterson, New Jersey, on the Passaic River, and then moved to New York harbor. The
Fenian’s, however, withdrew their support of Holland’s research when he failed to meet their timetables. Private investors though kept Holland afloat. By 1898, Holland had produced his sixth prototype—and, the US Navy was ready to buy. On April 11, 1900, the US Navy purchased Holland-VI for $150,000; and, for the record, the US Navy Submarine Force was born. Then, on October 13, 1900,
USS HOLLAND (SS 1) duly was commissioned, Lieutenant H. H. Caldwell, US Navy, Commanding.
HOLLAND was 53.3 feet overall, with a maximum beam of 10.3 feet, a cruising draft of 8.5 feet, and a submerged displacement of 75 deadweight tons, dwt.
HOLLAND was constructed with fitted steel-plate attached to angle-iron rib-frames that had been forged into perfect circles starting at 10.25 feet for the central one, and then decreasing to end-closures to form a parabolic, spindle-shaped hull. Safe test-depth was set at 80 feet to correspond to an external, water-head, crushing pressure of 35 psi, pounds-per-square-inch.
HOLLAND featured an ingenious dual-propulsion system. A 50-horsepower
Otto (gasoline) engine was geared to drive a propulsion-screw– a propeller– directly, or by a friction clutch could be connected as a dynamotor for charging
HOLLAND’s electric battery. This battery then could be switched to provide electrical energy to an electric motor that by friction clutch could be connected to the propulsion shaft.
HOLLAND’s maximum speed on the surface by gasoline-powered engine was rated at 7 knots; and, when topped-up with fuel,
HOLLAND had an endurance-range of about 1500 nautical miles, nm, at her engine’s maximum continuous rating for making turns for 7 knots. When submerged,
HOLLAND’s fully charged battery discharging at the six-hour rate had the ampere-hour capacity for electric motor propulsion at a rated maximum submerged speed of 5 knots for a submerged endurance-range of about 30 miles!
And,
to go in harm’s way,
HOLLAND had a single internally loaded 18-inch diameter tube that extended through the pressure hull in the bow for launching the new, improved Whitehead diving-torpedo Mark-III that was 11.65 feet in length, and rated at 30 knots for a run of 2000 yards. Moreover,
HOLLAND was designed with space-and-weight accommodation for two torpedo reloads.
Submarines were now stand-off warships.
Submarine Weapon Development. The British, however, lagged in early submarine development.
The Admiralty apparently thought submarine attacks were dishonorable; and, declared that captured submariners would be treated as pirates, and be hanged, accordingly.
After Britain’s rivals at sea commissioned Holland to build submarines for them, the Admiralty changed its tune. As what could be expected, Holland later profited from selling submarines to that same Admiralty whose fleet he once had been paid to sink.
It is interesting to note that it was the US inventor Robert Fulton who in 1805, after studying the design of Bushnell’s
Turtle, positively demonstrated in a weapon-trial the feasibility of sinking a ship by detonating an explosive charge against its underwater hull.
Some sixty years later in 1866, two years after the submarine
CSS H. L. HUNLEY was lost detonating a torpedo attached to a bow-sprit spar that sank
USS HOUSATONIC in Charleston harbor, Robert Whitehead, a Scottish inventor, demonstrated his advanced development model of an
auto-mobile torpedo—to the Germans.
At the behest of officials representing the German Kaiser’s government in Austria, Whitehead demonstrated an unmanned, underwater vehicle that was a self-propelled,
lighter-than-water dirigible—a “diving submarine.” It essentially was an automated-mobile—an
auto-mobile—underwater vehicle that could deliver a “numbing” explosive charge—a torpedo—to detonate against the underwater hull of a target-ship, and sink her—
from a stand-off distance!
As the world turned into the 20
th century, a booming
Industrial Revolution seemingly elevated science and technology as if they were its King and Queen, their supreme overseer. It was like there had been a royal
Coronation of Science & Technology.
Figuratively, a silver spoon was placed in the mouth of each new steamship born in modernized shipways. They indeed were capital-intensive assets. This was
Big Time financing.
With the continuing evolution of submarines as reliable warships, torpedo advancements burgeoned to keep pace with them. For instance, by the onset of WW-I, US submarines had the new Bliss-Leavitt Mark-X torpedo, which weighed in at a hefty 1,628 pounds with a 326-pound warhead, stood 17.1 feet in length with an 18-inch diameter-girth, and ran 6,000 yards (3 nm) with a rated speed of 35 knots.
Now, enter the most efficient, the most cost-effective, the most peerless shipping interdictor, the most devastating business-loss inflictor, and most menacing national economic strangler of them all:
Der Kriegsmarine Unterseebooten!
The Enemy Below. During WW-I the word “U-boat” entered the world’s lexicon as a contraction of
Unterseeboot, the German labeling of their new submarine warships
. U-boat also entered the world’s consciousness as an offensive instrument of warfare that devastated commercial shipping.
Contrary to popular belief, the crews of Germany’s feted
Ubootwaffe were not all volunteers. Once committed though, each German submarine-sailor soon came to understand that he must take pride in being a member of a unique undersea brotherhood. Thus, the sailors of this brotherhood– this
Ubootwaffe– became bound together by an intense camaraderie, by ever-present dangers, and by a unity of purpose more powerful than any known to other sailors.
So, with over-extended capital investments, the British built new, capital-intensive, ocean-going steamships to bolster their colonized trade—strategic imports—
from overseas. The strategic plan of the Germans—Britain’s “new” continental rival– was to interdict British capital-intensive, economic assets that sailed those seas, and do so with stealth and surprise from a hidden position just below the surface of the sea.
Germany set about to build and crew cost-effective U-boats whose individual tactical ship-sinking combats could be managed strategically to achieve their national goal of
Economic Equality with their rival
Great Britain. These U-boats were armed with a German version of an advanced Whitehead torpedo that very effectively—very cost-effectively– delivered an explosive charge to a target-ship at a stand-off distance that typically was less than half a mile even though the torpedo had a maximum run of three miles.
These U-boats featured a dynamo with an innovative design of an internal combustion engine that was not fueled with gasoline—and, did not require an ignition system. Thus, this “rational heat engine” was more efficient, and safer, than gasoline-fueled ones.
In 1897, after a major re-design of the lubrication system for this coal-dust fueled, single cylinder, four cycle pump-engine for flooded mineshafts, the first successful engineering development model of a liquid-fueled, “
coal-oil,” engine was completed by its then-bankrupt inventor in collaboration with the Krupp firm and an Augsburg-Nuremberg machine shop,
Maschinefabrik Augsberg Nürnburg– MAN.
Some fifteen years later, in 1912, a year before the death of the engine’s impoverished inventor, the US Navy procured a number of them from New London Ship and Engine Company,
NELSECO, teamed with Vickers–
a British shipbuilder licensed by this German conglomerate. These engines were the coal-oil fueled, four cycle version having four cylinders with a 12.75-inch bore and a 13.5 stroke that were rated 275 BHP @400 RPM. They were scheduled for installation in
E-1 Class (ex-SKIPJACK) US-submarines to replace the scheduled gasoline-powered prime movers for the dynamos in their dual-propulsion hybrid system.
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In 1908, the German Navy favored the lighter (pounds-per-horsepower), two cycle version; but, in preparatory expediency for their inevitable war plans, they proceeded to fit all their U-boats with a six-cylinder, four cycle version of this now-feted engine as designed by its fatherly inventor whose name they bear–
Rudolf Diesel, 1858-1913.
The rest of the story is legendary.
Diesel Boats Forever!
On July 4, 2004, the U.S. Navy commissioned the lead ship in a new class of nuclear-powered attack sub-marine: USS VIRGINIA (SSN 774). The new submarine warship is 377 feet in length, 34 feet in the beam, has a draft of 30.5 feet at the designer’s waterline and displaces 7,800 dead weight tons submerged. She can accommodate a ship’s company of 134 including 14 officers.
VIRGINIA’s length-to-breadth ratio of 11.09 is com-parable to an 11.01 for LOS ANGELES-Class submarines with a 33-foot beam, and is somewhat more than SEAWOLF’s 8.4 with a 42-foot beam, but a little less than Ohio’s 13.3, also with a 42-foot beam.
Officially, the U.S. Nary will neither confirm nor deny any U.S. submarine’s speed to be greater than 20 knots, nor any test-depth to be greater than 400 feet.
According to open liter- attire, however, VIRGINIA is powered by a S9G pressurized water reactor, made by General Electric, which will not require re-coring for the life of the ship./ Her propulsion plant is rated to produce 40,000 shaft horsepower for a single shaft, and sustain a maximum rated submerged speed of 34 knots.
The wall-thickness and diameter of VIRGINIA’s inner pressure hull of cold- rolled, high-yield strength steel, with scrupulously designed hull-penetrations and conscientious seam-welds, allows submarine design engineers to impose a safe-diving test-depth of 1,600 feet. Furthermore, this innovative design reduces the number of needed hull-penetrations with eight non-hull penetrating antennae packages.
To meet yet another top-level requirement VIRGINIA is fitted with SEAWOLF-level acoustic quietness for stealth, as well as acoustic tile cladding for active acoustic signal absorption.
For additional tasking, VIRGINIA is fitted with an integral nine-man lockout chamber for use with the Advanced SEAL (sea, air and land) Delivery System (ASDS), which essentially is a mini-submarine capable of dry-delivery of a SEAL team. Moreover, the internal torpedo magazine space arrangement can be adapted to provide 2,400 cubic feet of space for up to 40 SEAL team members arid their equipment. And, VIRGINIA is capable of carrying and operating advanced unmanned underwater vehicles, wake-homing detection equipment and a deployable active hi-static sonar source.
VIRGINIA is an extremely capable submarine and, in the hands of a well- trained, experienced ship’s company skilled in the operational arts of submarine warfare, has an incisive ability for both deep-ocean and shallow- water operations of all kinds, including antisubmarine warfare.
So, for comparison to early strivings for more precise navigation on the open sea, consider the most sophisticated state-of-the art computer-data processors, which precisely calculate the output of an absolutely ingenious arrangement of gyros and accelerometers as they sense the slightest nano-scale movement. This ever-so-precise, self-contained navigational system is fitfully named SINS, the Ship’s Inertial Navigation System. In the modem era, the encapsulated inner workings of SINS can be held in the palm of your hands.
But, at the top of the list, are the technological advancements resident in the Common Submarine Radio Room (CSRR) in that a U.S. submarine can be in constant communication with the submarine operating authority while submerged at sea anywhere in the oceans of the world
For perspective and historical comparison of technological advances, note that the first nationally authorized submarine warship was not officially commissioned until 1900, while the first trans-Atlantic radio-telegraph was not operational until 1901.
VIRGINIA’s modern CSRR for entering the 21st century is for a worldwide battle space. A modernized ship self-defense system will replace the advanced combat direction system in VIRGINIA-Class upgrades.
All the software programs for the command-control system module in VIRGINIA are compatible with the Joint Military Command Information System. The Global Command-Control System (GCCS) is a multi-service information management system for maritime users that displays and disseminates data through an extensive array of common interfaces. GCCS is also a multi-service information management system for maritime users that can display and disseminate data through an extensive array of common interfaces. GCCS is also a multi-sensor data-fusion system for command analyses and decision- making. Thus, in the main, it is utilized for overall force coordination The ocean surveillance information system receives, processes, displays and disseminates joint-service information regarding fixed and mobile targets on land and at sea. The innovative design of the upgraded Automated Digital Network System (ADNS) encompasses all radio frequency circuits for routing and switching both strategic and tactical command control communication computer information (C41) with an internet-like transmission control protocol. In doing so, ADNS links battle group units with each other and with the digital information system network. The ADNS now has 224 ship-based units, and four shore-based sites. Network operation centers are linked to three naval computer and telecommunication area master stations, plus one in the Persian Gulf at Bahrain.
The Global Broadcast Service is the follow-on for U.S. Navy ultra-high- frequency radio communication via satellite. By 2009, the advanced wide- band system will be the communication upgrade for all U.S. submarines and surface ships, and there is a version planned for U.S. aircraft installation that is under study,
Virginia’s combat system suite satisfies a top-level requirement to counter multiple threats with a mission-essential-need statement that details a very effective set of acoustic sensors. The suite features two reel-able towed, linear sonar arrays, the TB-l6 and the thin-line TB-29. Just inside the thin-skinned acoustic window in the bow section of the outer hull is a very sophisticated, state-of-the-art active-passive spherical sonar array, the AN/BQQ-5E.
In addition, there are wide-aperture flank-mounted passive sonar arrays; a keel and fin-mounted high sonic frequency active sonar for under-the-ice ranging and maneuvering, and for mine detection and avoidance; a medium sonic frequency active sonar for target ranging; a sonar sensor for intercept of active-ranging signals from an attacking torpedo; and, a self- noise acoustic monitoring system.
Moreover, all acoustic systems have advanced signal processors and, where appropriate, algorithms are programmed for beam forming.
The Electronic System Measures suite features the AN/BRD-7F radio direction finder; the electronic signal monitors, AN/WLR-lH and AN/WLR-8(V2/6); the AN/WSQ-5 and AN/BLD-1 radio frequency intercept periscope-mounted devices; and the AN/WLQ-4(V1), AN/WLR-l0 and AN/BLQ-l0 radar warning devices. The AN/BPS-15A and BPS-16 are I and J-band navigational piloting radars, respectively, with each having separate wave-guides—one mounted inside a retractable mast and the other mounted inside a periscope.
Virginia has four 21-inch-diameter internally loaded torpedo tubes with storage cradles for a combination of an additional 22 torpedoes, missiles, mines, and 20-foot-long, 21-inch diameter Autonomous Underwater Vehicles.
In the free-flooding area between the outer and inner hulls, just aft of the bow-mounted AN/BQQ-5E spherical sonar array is Virginia’s Vertical Launch System, comprised of twelve externally loaded 21-inch diameter launch tubes for Tomahawk, the Sea-Launched-Cruise-Missile (SLCM).
Shallow water is an anathema for submariners because submarines on the surface are exceptionally vulnerable. Thus, it is said that the best place to sink a submarine is while it is in port. Does that mean that Virginia cannot operate effectively in shallow water?Absolutely not!
Another disconcerting imprecation to submariners is hearing the high-pitch “pings— active sonar accompanied by the shrill of cavitations from small, high-speed screws, which are the distinctive sounds of an acoustic torpedo running to ruin your entire day.
French author Jules Verne (1825-1905) entertained readers with exciting tales of undersea adventure featuring his fictional submarine Nautilus in his book 20,000 Leagues Under The Sea. Notably, USS Nautilus (SSN 571) logged much more than 20,000 leagues under the sea—like, 80,000 nautical mile before her first re-coring, and Virginia will log over 125,000 leagues of submerged steaming in her service life– without refueling.
The nuclear-powered submarine is a far-ranging, very effective, versatile warship for the 21st century—and, the projection of national power by ASDS and SLCMs from international waters only requires unilateral action by the National Command Authority.
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Over a 30-year U.S. Navy career Captain Ray Wellborn served some 13 years in submarines. He graduated with a B.S. from the U.S. Naval Academy in 1959, a M.S. in Electrical Engineering from the Naval Postgraduate School in 1969, and a M.A. from the Naval War College in 1976. He was a senior lecturer for marine engineering at Texas A&M University Galveston from 1992 to 1996, and currently is a consultant for maritime affairs, and a once-a-year part-time instructor for the Applied Technology Institute’s three-day course titled “Introduction to Submarines—and, Their Combat Systems.
You might also want to visit the home site of USS Virginia veterans and their families. http://www.ussvirginiabase.org/
SUBMARINE TASKING. Pursuant to mission accomplishment in support of national policies, and in particular for a duly delineated national armed-force objective to “Project National Power,” submarines can be tasked to launch land-attack cruise-missiles from international waters– as directed unilaterally by our National Command Authority, NCA.
Submarines can be tasked to conduct surveillance and reconnaissance operations inside and outside the battle space, covertly. In that same vein, submarines can be tasked to insert, and, or retract Special Operating Forces, SOF, on the littoral shores of the world’s oceans– covertly.
In more poignant warfare scenarios, submarines can be tasked to mine sea-lane choke points as well as enemy harbors.
Moreover, and perhaps most particular, submarines can hunt and kill other opposing submarines in the same undersea medium with them. Besides the deep ocean, that undersea medium includes the shallow waters for our coastal defense as well as that for projecting US national power by amphibious forces in foreign waters.
Notwithstanding the brassy jingoism above, submarines were first procured to sink threatening warships by surprising them from below the sea with the numbing sting of a torpedo. For over a hundred years now, submarines have been so tasked; and, since WWI, submarines have been tasked to interdict sea lanes and sink unarmed merchant ships to deny re-supply. Yes, VIRGINIA, an economic strangler lurks in the sea— Submarines Sink Ships!
When SEAWOLF— conceptualized in the painting above—was launched in 1995, there were some 24,000 merchant ships of over 1,000 gross-registered-tons plying the sea lanes of the world for international trade and transport. For national comparison, a table of Merchant Fleets of the World, ranked by number of oceangoing vessels, is provided below delineating a grand total of their displacements as about 657-million dwt (deadweight tons).
As capital-intensive assets—meaning their annual amortized construction cost and operating expense well exceed the cost of labor to operate them—their collective loan-value, without any consigned cargo, can be estimated parametrically to total about $1.5-trillion. Moreover, the annualized value of their consigned cargo that they deliver each year can be estimated to total about $3.0-trillion.
Ask yourself which of these national economies today could stay afloat with the sunk cost of its Merchant Fleet?
And today, with near instantaneous news around the world, when the first explosion from a submarine-launched torpedo plumes brusquely, so will ocean-shipping insurance rates.
In regard to fleet operations, submarines can be tasked to provide INDIRECT, ASSOCIATED, and DIRECT Battle Group support. For deployments, Time-On-Station for modern nuclear-powered submarines is dependent only on the amount of food they must carry to feed their crew—like, a 90-day supply, without replenishment.
Some submarine-patrol stations literally are On the Far Side. For instance, our forward submarine base on Guam in the western Pacific is about 12 days of submerged steaming from San Diego. Then for a submerged transit from Guam to a patrol station in the Gulf of Oman via the Java Sea and the Lombok Straits thence across the Indian Ocean could take as long as 16 days.
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