A steel sphere, eight feet in diameter, is the latest device to aid in bringing sunken ships to the surface and in search for treasure lost in the depths of the sea. The sphere is equipped with a number of electrically operated devices to do the work. As it is lowered from its ship by means of a steel-wire cable, it throws beams from an electric searchlight to locate the wreck. If it is not found at once near the point where the vessel was lost, the bell brings its electrically driven propellers into action and moves about as desired, always in touch with the ship above by means of its cable, which carries telephone wires.

When the searchlight has located the wreck, so that the men within the sphere can ascertain its position through[Pg 62] the heavy glass windows, the bell is brought to the surface, and descends, carrying a large pontoon. The term pontoon as used in this sense means a water-tight cylinder placed beneath a submerged vessel and then filled with air to assist in refloating the vessel. These cylinders are equipped with motor-driven pumps for expelling their contents when the time comes for them to exert a lifting force.

As most of the wrecks of recent years are of iron or steel, the bell makes use of the electro magnet in order to fasten a number of pontoons to the sunken vessel. This is done by approaching the hulk and allowing the four large magnets to lie against the side of the wreck. The magnets are then energized and the bell clings firmly to the hulk, holding on with the force of many tons. This allows a great drill, set between the magnets, to operate against the steel plates of the vessel, and a motor operates this drill so that a hole is bored in a very short time. Then, by an ingenious worm drive, the diving bell is shifted just a few inches to one side, after the drill is withdrawn. The pontoon carried down by the bell has been placed on the sea bottom meanwhile, below the spot where the device is operating. From this pontoon extend a number of chains, the loose ends of which are held up by floats. When the drill has bored a hole, one of these chains is gripped by an arm, also magnetized, which extends from the diving bell, and the pontoon hook on the end of the chain is set into the hole in the vessel, where it is automatically locked. The process of boring holes and inserting pontoon hooks is repeated until the pontoon is secured to the wreck by sufficient chains, after which the diving bell ascends for another pontoon, and attaches it in the same manner, continuing until the sunken vessel is encircled by these metal cylinders. The number required will vary according to the size of the vessel, of course.

When this work is accomplished, the tender is instructed by telephone to begin the pumping out of the pontoons, and the motor in each is started by the electrical-power generator in the ship. The men in the bell can observe the operation from a little distance, and send up instructions to pump out certain pontoons more rapidly than others, in order to bring the wreck right side up. As the water is emptied from these cylinders, they become more and more buoyant, until they strain at their chains, tug at the vessel, and finally raise it from the mud and bring it to the surface, where the tender ship can tow it to the nearest port for the recovery of its contents, or, if the vessel is not beyond repair, for overhauling and restoring to seaworthy condition.

In many cases the recovery of the ship alone would be worth the expense, while in others the treasure is immensely valuable. The location of scores of wrecks is no secret, but the methods of raising the sunken vessels has made the knowledge worthless. The Los Angeles man who has perfected this unique diving bell believes that he has solved the problem.

Our Flag Again on the High Seas.

A few days ago the John Ena, a big four-masted bark, sailed majestically through the Narrows into the lower bay at New York City. Recalling as it did the days when the lofty rigging of American ships dominated the sky line along the water front instead of the tall buildings which are now to be seen there, the arrival of the John[Pg 63] Ena was the first striking evidence to shipping men of the return of the United States flag on the high seas.

Since the new registration regulations went into effect, the rehabilitation of the merchant marine has made itself known practically every day in the arrival or departure of some steam vessel which had been changed to American registry, but the presence in the bay of an American-owned and American-manned sailing vessel of the type of the John Ena was the most eloquent reminder of all to those who could remember the old days. The John Ena came from Honolulu, Hawaii, with a cargo of raw sugar.

The records show that between September 1st and November 15th, eighty-four ships came under the United States flag through the new law, which extends American registry to foreign-built vessels. This was more tonnage than had been added to the American merchant marine in the previous twenty-five years. The American merchant marine now consists of 2,444 ships of 1,369,492 gross tons.

Of the eighty-four ships, seventy were British, eight German, five Belgian, and one Norwegian, disproving the contention raised when the legislation was pending that it was merely a scheme to make available and protect with a neutral flag the German ships tied up idle in American ports on account of the war. Practically all of the ships were American owned, flying alien flags merely because their owners built them abroad, where cost of construction and operation was low.