For the moment we are not interested in the development of steam navigation. However fascinating the story of how Fulton gradually developed a better engine than his predecessors and contemporary experimenters had succeeded in doing, and one that was completely practical, it is not to be repeated here. Our story is concerned with his work on submarines, but before leaving the subject of steamboats, it is convenient to recall that the fortuitous appointment of Robert R. Livingston (1746–1813), the famous Chancellor of the State of New York, as American Minister to France in 1801 brought to Fulton his ultimate means of success through the partnership that the two men established. Chancellor Livingston, like Fulton’s other friend, Lord Stanhope, was interested in philosophical subjects and had turned his attention to the possibility of steam navigation as early as 1798. Therefore, his arrival in France in 1801, when Fulton was struggling with the mechanical problems, was most opportune for Fulton and the art of mechanical propulsion. Though Fulton even then had almost reached the solution of the engineering difficulties, he was without the necessary funds to put his ideas in concrete form. These funds Livingston supplied, and, what to a man of Fulton’s temperament was almost as valuable, personal encouragement and guidance. It is not too much to assert that the early realization of the application of steam to navigation was due to Livingston’s acceptance of the post of Minister to France, thus bringing the two men together.
JONATHAN HULLS’ STEAMBOAT, 1737
While Fulton was studying and experimenting with mechanical propulsion of boats on the surface of the water, it was but natural that he should take under consideration the possibility of constructing a boat that could be sunk and raised at will and move under water. This basal principle was far from being novel. From the earliest times man has not been content to remain only a land animal. As far back as records go, he has had the ambition to emulate the birds, and certainly during the Roman period he began to think of sharing with fishes the power to explore the depths of the sea.
Perhaps William Bourne was the first writer on submarine vessel design. In his little quarto volume published in 1573, and entitled, “Inuentions or Deuises very necessary for all Generalles and Captaines, or Leaders of Men, as well by Sea as by Land,” he describes as the “18 Deuise,” “a Ship or a Boate that may goe vnder the water vnto the bottome, and so to come vp againe at your pleasure.” Recognizing that the variation in displacement of a vessel whose weight remains constant adds to or detracts from its buoyancy, he suggested a vessel with sides that could be distended or contracted at will by screws, thus permitting her to sink and rise. These distendable sides, he thought, might be made of leather. For ventilation when submerged, he would have a hollow mast, taking care that the depth of water in which the boat should plunge would never exceed the height of the mast. He did not propose any means of propulsion.
Van Drebbel, a Dutch engineer, born in Holland in 1572, made actual application of Bourne’s ideas, and constructed a submersible boat in 1624. He tested it in 15 feet of water in the Thames at London, during one of which tests it is reported that he had King James I. as a passenger. Apparently he attempted propulsion by means of oars that passed through the boat’s sides, the apertures being covered by leather pockets attached to oars and boat. What plan he had for keeping the boat’s air respirable when submerged is not clear, though there are some fantastic but not authenticated claims that he used a chemical compound for refreshing it. If he really plunged, which is by no means certain, it was probably for only a few minutes at a time.
In 1634, the same year in which Van Drebbel died in London, there was published a book entitled, “Hydraulica Pneumatica,” containing a chapter “De nauibus sub aqua natantibus.” This interesting work was written by a noted French theologian and philosopher, Marin Mercenne (1588–1648), a member of the order of Minimes Fathers. As was frequently done at that period in the case of technical treatises, Father Mersenne wrote his book in Latin, and gave his name the latinized form of Mercennus. He describes Drebbel’s boat, but credits Bourne with having first proposed the principles that Drebbel used, and recalled that Bourne had suggested the possibility of getting fresh air through tubes reaching to the surface. Mercenne’s contribution to the art was his stated belief that the compass would be equally efficient beneath as well as on the surface.
DE SON’S UNDERWATER BOAT, 1653
In 1653, a French engineer, de Son, constructed in Holland a curious boat, 72 feet long, propelled by a hand-driven wheel. This boat was hardly a submarine as it was not expected to submerge completely. It is interesting as the first application of a mechanical motive force other than oars and the first suggestion of a paddle wheel. It, therefore, marked a great step forward in matters of design. A translation of de Son’s modest description of this boat as shown on the bottom of the design is as follows: