"During the following twelve months many visitors came to look over the submarine, mostly Swedes, Russians, Italians, and Germans. I was much pleased to meet two of them who apparently had no idea of the jealousy with which some people guard their military secrets, viz., Ali Ritza and Hassan Effendi. But, very clearly to me, they had no idea of the importance of what was expected from the machine, or, much more likely, they had been persuaded by their acquaintances of English connections that the project would never amount to anything because it did not originate in England. The fact that English opinion in naval matters governed the opinion of every American was made quite clear to me later on.
"This nineteen-ton boat was launched in 1881. She was thirty-one feet long, six feet beam, seven feet four inches in depth, and was propelled by a Brayton petroleum engine. Her crew consisted of three men—the pilot, engineer, and gunner. She laid at the Morris & Cummings Dredging Company's dock in Jersey City until July 3, 1883, during which time many interesting experiments were made with her.
"The first run on the surface and while submerged was made in the basin, or passage, east of the Lehigh Valley Railroad. The first tests made were the surface runs to test the engine, clutch, gearing, etc. These proved very successful, and the next in order was to submerge the boat at the dock and determine whether the seams were all right, and also to test the efficiency of the compressed-air tanks for supplying oxygen for breathing and giving impulses for expelling water from the ballast tanks.
"Accordingly Richards, the engineer, and myself entered the boat and closed the hatch. This shut us off from the air, and our breathing now depended entirely on the compressed-air reserve. After waiting a few moments and finding no ill effects from the compressed air, I decided to submerge. I drew back the little iron levers on either side of my head (these operated the Kingston valves in the bottom, through which water was admitted to the ballast tanks). Almost immediately the boat began to settle, giving us the suggestion of slowly descending in an elevator. I now looked through the ports in the superstructure and observed that the bow had entirely disappeared and the water was within a few inches of the glass. A second or two later everything grew dark and we were entirely submerged, and nothing could be seen through the ports excepting a dark-green blur.
"Our next suggestion was a slight jar when the vessel struck the bottom. It might also be mentioned here that we had no light except the glow that came through the conning tower. This just about sufficed to read the gauges, but was too poor to be of much interest to the engineer. The engine was not needed at that time, however, but we decided to carry a small lantern, to be used when any adjustment was necessary, but not otherwise, as it consumed too much of our precious oxygen.
"Richards having made an examination and found everything tight, I decided to blow out the ballast and come up. Accordingly I opened the valve admitting air to the ballast tank, and at once heard a hiss that told me that the air was driving out the water. The green blur on the ports in the conning tower grew lighter as I gazed through them until suddenly the light of full day burst through, almost dazzling me. After blinking my eyes a few times I looked out again and saw the familiar surroundings of the 'Gap.' I now opened the hatch and stood on the seat, thus causing my head and shoulders to protrude from the tower. As soon as I was observed doing this a cheer burst from the crowd of observers on the dock, among whom opinion was equally divided as to whether we would ever emerge alive from our dive or not. We had now demonstrated the fact that our boat was tight, that our air was sufficient for breathing, and that our ballasting system was perfect.
"Our next test was to prove that we could dive with our engine running. Many were the gloomy prophecies advanced as to what would happen when we attempted to force our exhaust outboard against the water pressure found at eight or ten feet depth. For this occasion Richards and I entered the boat, I taking my place in the conning tower, while he went forward to start the engine. After a little kicking and sputtering he succeeded in getting it started. We then let in the clutch and the boat started forward. When we reached the far side of the basin I turned her around and threw out the clutch, causing the boat to slow down and stop. Closing the hatch, we then made sure that everything was tight, and opened the Kingston valves. When the water reached the observer's ports in the conning tower, I closed them again. We then proceeded along awash; that is, with only the little tower showing above the surface. I found that from this position I could observe objects quite a distance ahead, and my vision was obscured only occasionally when a wave washed against the glass. I next threw forward the lever on the right side of my seat (this was connected with the diving, or vertical, rudder by a lever action). Immediately the nose of the boat went down, and before I realized it our gauge showed a depth of about ten feet. I now drew the lever back to centre, and the boat straightened out on an even keel. There was very little or no tendency to buck or be cranky; in a word, I had no difficulty in preventing her nose from rising or dipping down.
"After running about one hundred yards submerged I steered the boat up, and in a few seconds the superstructure of the boat was again above water. I then opened the air valve and expelled my ballast, causing the boat to rise and assume her normal position. This dive was practised for some time in order that we might gain facility in handling the diving and steering gear.
"Captain John Ericsson was at that time preparing to build his Destroyer in the same part of the shop in which my boat had been built. Somebody in Delamater's described my boat to Captain Ericsson and explained the purpose of a nine-inch tube placed in the axis and having a breech and bow cap. The object of this fitting was to permit the insertion of a six-foot torpedo that could be shot out at a target while the boat was under water by air at a heavy pressure contained in steel flasks connected with the breech of the gun by a balanced valve. After the torpedo was ejected the breech and muzzle were closed, and the water contents of the tube were permitted to flow into two tanks to correct the position of the centre of gravity.
"Not having any torpedo models ready for experiment when the boat reached Jersey City, Captain Ericsson very kindly sent me word that I might build a few like those he proposed to use in his Destroyer. I therefore deferred building any on my own ideas, and decided to use his, should they prove suitable. The Delamaters built me two on his models and sent them to Jersey City for trial. For the trials of Ericsson's torpedo models the boat was set awash in the water, with the axis of the torpedo placed horizontally and about three and one-half feet below the water surface. Because there was a new floating dock lying in the water about one hundred and fifty yards from the submarine, and in a direct line with it, the firing pressure was reduced to about three hundred pounds on the square inch. When the firing valve was opened the projectile passed out and travelled about six or eight feet beyond the muzzle of the gun, then it turned upward and arose in the air to perhaps sixty or seventy feet; then it fell point foremost in the water and buried itself so deeply in the mud that we could never find it again. For the second shot the boat was depressed a few degrees and was swung to port so as to avoid butting the floating dry dock. It travelled about twice as far as its predecessor, then rose fifteen feet in the air and passed over the wall limiting the basin, striking a pile that projected above it, and frightening a fisherman who was dozing thereon. He was in no danger, however, as the pile and string-piece of heavy pine afforded him ample protection.