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DESCRIPTION OF THE SHIP AND
APPLIANCES USED FOR SCIENTIFIC EXPLORATION

O Cl

Sib o g a-Expeditie
ii

DESCRIPTION OF THE SHIP AND
APPLIANCES USED FOR SCIENTIFIC EXPLORATION

BY

G. F. TYDEMAN

With 3 plates and illustrations

=4=>ê©H£=-

late E. J. BRILL

PUBLISHERS AND PRINTERS

LEYDEN

DESCRIPTION OF THE SHIP AND
APPLIANCES USED FOR SCIENTIFIC EXPLORATION

BY

G. F. TYDEMAN.

W i t h 3 p 1 a t e s and illustrations.

H. M. twin-screw Gun-boat "Siboga", of the Dutch East India Military Marine Service
was built in 1897 by the Netherland Ship-building Company at Amsterdam.

The vessel is of steel, has twin screws, bilge-keels, steam-capstan, steam-steering-gear,
electric light and search-light, two triple-expansion engines, tvvo cylindrical boilers iitted with
forced draught and one auxiliary boiler.
The principal dimensions are :

Length 50.60 metres

Extreme width 9-4° „

Average draught when full loaded 3.308 „
Displacement at above draught. . 810 tons.

The armament consists of:

2 Krupp guns of 10.5 centimetres (1 fore and 1 aft).
4 quick-firing guns of 3.7 centimetres.
2 revolving „ „3.7

The engines were designed for 1100 I. H. P. collectively, but developed on the trial
trip 1395 I. H. P., at 219.6 revolutions; the speed attained was 13.8 knots with a coal-con-
sumption of 1.108 kilograms per I. H. P. per hour. With 201 I. H. P. and 120 revolutions a
speed of 8.34 knots was attained.

One of the longboats is a steamlaunch 7.62 metres (25 ft.) long.

SIBOGA-EXrEDITIE II. I

<*?5Ü

After the launch in 1898, and while the building was being completed the ship was
ordered to join the deep-sea expedition in the East-Indian Archipelago conducted by Prof.
1 )r. Max Weber. It was therefore equipped with appliances and machinery necessary for this
purpose. 'This work was executed at the Government dockyard in Amsterdam under the stiper-
vision of Professor Weber and with the co-operation of the commander and the Naval Architect
J. vax der Struik, who had superintended the building of the ship from the beginning.

The principal appliances used in the deep-sea exploration are illustrated on Plate I — III
and in the following figures.

For the manipulation of the heavier nets, (trawls, dredges and vertical nets) a steel wire
rope was used 10000 metres long, wound on a reel, situated between decks forward. This
cable or dredge-rope consisted of two lengths coupled together by a plate joint.

The inner-length of 4000 metres, was 1 2 millimetres in diameter, the otiter-length of
6000 metres, had a diameter of 10 millimetres. On arrival in the East-Indies another 6000 metres
of rope of 10 millimetres w-ere taken on board as reserve, while for the fishing with closing
nets etc. 2000 metres of rope of 8 millimetres and 2000 metres of 6 millimetres were added.

These wire ropes were supplied by Th. and Wm. Smith of Newcastle upon Tyne and
Hamburg. Their weights and breaking strains were respectively :

Diameter of rope.

Weig

it per

metre.

Breaking

stram.

1 2 millimetres.

O.52

kilograms.

7000

kil

Dgrams.

10

O.38

w

480O

V

8

O.28

»

3OOO

V

6

O. 14

»

IÓOO

)7

The ropes were of excellent quality. No breakages occurred either in trawling or in
dredging, except such as resultecl from twisting when paying out, in consequence of which
pieces had occasionally to be cut off, the total loss during the voyage amounting to 800
metres. Besides this, 200 metres were lost when weighing anchor at the Lucipara-islands, and
the 10 millimetres rope had to be cut in one place on account of the snapping of a strand;
the two ends were spliced together again.

The lead of the dredge-rope C (Plate I — III) as decided upon after some alterations had
been made, was for the lowering of the nets as follows:

From reel V situated between decks forward, it passecl through the blocks d and c with a
few turns round starboard friction stopper Jf to the deck; then round another friction-stopper Z, on
to tin; odometer />, from there over the steel-blocks «, <z, «, from the top of the boom B overboard.

lor winding in the dredge-rope the steam-capstan K was used, the chain groove of
which was temporarily fitted with a circular rim of strong wooden blocks protected with gun-
metal clamps.

The diameter of this rim was 0.93 metres, or about twice the size of the top of the
capstan. The object of this contrivance being to obtain the advantage of the greater circum-
ference, and to secure a Iower position for the dredge-rope on the capstan.

Later on another similar arrangement of blocks was made more suitable for very great
lis. having a reduced diameter of 0.59 metres.

Fig. i.
Accumulator. Scale : ' /.,()■

To enable the rope to be taken 5 turns round the capstan it
had to be temporary gripped by the steel-stopper N which was fixed
to the boom; when winding in, the rope was led by a snatch block c.

The dredge-rope was wound on the reel by means of an
electromotor Cr, coupled by a leather belt.

The wooden boom D, 20 centimetres in diameter, was attached
to the fore mast and provided with stays. It was slung by a steel
wire rope //, 27 millimetres in diameter, led through a block about
on a level with the fore-yard. The lower end of this rope was spliced
on to the upper part of the accumulator A, the lower end of which
was bolted to the deck. By means of this contrivance sudden shocks
and strains of the dredge-rope and the boom were avoided.

The accumulator (Fig 1) consisted of 6 pairs of steel spiral
springs, having a combined length of 3.00 metres. Each pair consisted
of a heavy external spring with a lighter spring of smaller dimensions
insicle. The whole was constructed for a maxi-
mum load of 10000 kilograms. At this load
the compression was calculated to be about
one metre.

The amount of compression on the
accumulator enabled the person on the bridge
who conducted the dredging operation, to judge
roughly the momentary tension of the dredge-
rope. A more accurate test however was
furnished by the hydraulic dynamometer D
of a well-known type, constructed for loads up
to 10000 kilograms, and attached to the star-
board anchor-chain bitt F by means of the
steelwire-strop E of 27 millimetres diameter.

Since the two leads of the dredge-rope
durincr the windingf-in formeel an ano'le of about
6o°, round the sheave of the block, attached
to the dynamometer, the actual pull of the
dredge-rope was in round figures o. 6 times
that, indicated on the dynamometer.

The block was slung from the fore
castle-deck to prevent the dynamometer falling
on the deck. The foremast was supported by

tWO Stays I. st«l block. Scale: '/s.

The sheaveblocks (Fig. 2) over which the dredge-rope passed
were of iron with brassbushed sheave and steel pin, the groove

in the sheaves were 40 mm. wide to allow the couplings and splices to pass freely. The blocks
at the lower end of the boom, as well as that of the dynamometer, and the snatch block d
(1'late I) were provided with wrought iron-sling by which they where held up.

The construction of the odometer b (Plates. I and II) was similar to that of the blocks
but with fixed spindle. Originally it had a circumference of about 0.83 metre, but gradually
this wore down to 0.80 metre. It was httecl in a cast iron bracket on a portable wooden block.
In one of the ends of the spindle there was a square hole to take the driving spindle of a

.;. Frictional stopper. Scale : '/s-

revolution counter and by this means the amount of rope, that was paid out, was registered.
It was necessary to make the stand of the odometer movable, in order to comply with the
varying position of the line.

The frictional stopper L (Plates I and II and Fig. 3) fitted at Surabaja in October 1899,
consisted of a gunmetal cylinder supported on two brackets and provided with a doublé steel
friction brake regulated by a lever and adjusting screws. The rope was taken five times round
the cylinder. The chainstopper M (Plate t) was of the ordinary Harfieldtype with adjustable friction

gear. The rope was taken three times round this stopper which was lined out with brass plated
wooden chocks. In order to fix this stopper the starboard anchor chain had to be removed.
The reel for hauling in the dredge-rope, (Fig. 4) weighed about 2000 kilograms, and

was constructed by the Maschynen-
fabriks- Actiën- Gesellschaft Vul-
kan of Vienna. It was originally
provided with an automatic winder,
but as this device did not work
satisfactorily it was removed. It
was driven byan electromotor of 5
horsepower, supplied by the Elec-
trotechnic Industry ltd. Slikker-
veer Holland, constructed for a
current of 80 volts and a variabel
speed between 300 and 600
revolutions. By means of worm
gearing of a ratio of one to
thirty an intermediate shaft was
driven, that carried a belt pully,
from this the power was transmitted
by belt to the first shaft of the reel,
the belt could be easely removed when
not in use. The motor was well raised
above the deck to guard againstgetting
wet. The starting resistance was fixed

Fig. 4. Reel for dredge-rope. Scale : '/.20.

Fig. 5. Stopper for dredge-rope. Scale: '/.:•

overhead to the deck above. The dredge-rope 10000 metres long, was wound on the drum at
Amsterdam, in order that the efficiency of the electromotor and of the reel might be tested
together.

The dredge-rope stopper (Fig. 5) consisted of a hollow iron cone provided with two lugs

I
1

'

If more than one day was spent at a place of anchorage the steam launch was generally
made use of, and after finishing the scientiiic operations it was often used for hydrographical

work. For both these purposes native vessels, called sampans, were often utilised. These were
purchased on the voyage.

As might be expected in this part of the archipelago it happened occasionally that there
was iin anchorage at the place where we had decided to stop, at least not anchorage in the
usual sense of the word. The voyage was then either continued, as for instance after touching
the Widi-group to the east of Halmaheira, or else we continued to drift, as we did when near
the island of Kabia (Baars island), in the western part of the Banda Sea.

Sometimes the chief of the expedition thought it advisable in the interest of the work to
make a somewhal prolonged stay at a place of great depth in which case the anchor was attached
to the dredgerope. Thus, for instance, we spent three days from November i to 3 on the westcoast
of the island Binongka with 500 metres of rope let out, the anchor lying in coralsand at a depth
of 278 metres, the distance to the nearest coastreef being about 400 metres. In the same way
we stayed on the south side of the Lucipara group in the Banda Sea, from November 8 to 11,
with 1000 metres of rope let out, the anchor lying in stony ground about 1500 metres from
the nearest reef. At this place whirlpools were formeel with every change of the tide. It was
probably owing to these whirlpools and to the rocky nature of the sea bottom, possibly also
owing to some extent to the heavy ballast with which the rope had to be weighted at a certain
distance from the anchor, that we were unable to free the rope from the bottom and so,
unfortunately, lost the anchor and a piece of the rope.

On these occasions or when the ship was drifting, the officers as a matter of course took
their turn in the night watch and steam was kept up. Fortunately for the expedition when we were
sailing in parts of the Archipelago where the west monsoon prevailed or was due, this wet season
passed over quietly.

The average speed of the ship was fixed at 7 or 8 knots per hour, thus enabling us
to economise coal and not unduly tax the native stokers. As far as could possibly be arranged
one engine only was used while the dredging was in progress.

REMARKS RELATING TO THE APPLIANCES AND
IMPLEMENTS FOR DEEP-SEA EXPLORATION AND THEIR MANIPULATION.

The best works on sounding and dredging were consulted, particularly those of Tanner ])
and SlGSBEE2). As the nets, thermometers etc. in use were similar in almost every respect to
those now generally used in deep-sea exploration, we may take it for granted that the working
of them is understood, and the following remarks therefore refer chiefly to the peculiar conditions

1) Z. S. Tanner. Deep-sea Exploration. Buil. L'. S. Fish-Commission. XVI. 1897.

2) Charles D. Sigsbee. On deep-sea sounding and dredging. Washington, 1880.

of the East-Indian Archipelago, as regards sounding and dredging, and to the working of such
instruments as have only lately come into use or of which little is known as yet.

The working of the appliances for the paying out, dredging and hauling in of the bottom
nets is sufficiently explained in the description of the Plates I, II and III. Experience bas taught
us that for the successful working of the nets it is not safe to trust to the ordinary ship's fittings
and gear, unless they have proved by practical trial beforehand that they are suitable for the
purpose intended. For instance we decided to dispense with a specially constructed steamwindlass
with stoppers on account of the very limited space on deck. Had we however foreseen the
trouble caused afterwards by the use of the existing capstan and stoppers this objection would
scarcely have been taken into consideration.

For one thing it was a most difficult matter to regulate the speed of the dredge-rope,
when paving out ; and when hauling in the speed was not as quick as we had expected. Sometimes
it ran out much faster than anticipated, at other times, with very cleep soundings, the strain
put upon the capstan threatened to be too much for it. The ropes, winches, electromotor, and
other instruments gave every satisfaction, and in many cases we succeeded in overcoming the
difficulties just mentioned.

The difficulties due to the peculiar conditions of the East-Indian Archipelago as compared
with those experienced in the open ocean, are the following. In the Archipelago the bottom
of the sea presents as much variety in levels as the dry land, and this explains how it
is that the depth at which the net reaches the bottom, sometimes varies so much from
the depth indicated by the sounding line. It is therefore of the utmost importance that the
net should reach the bottom as near as possible to the place where the sounding was made.
Before bes'innino- to dredsje we had carefullv to note the effect of currents and winds upon
the motion of the ship, and after the sounding had been taken we steamed away from the
point to a distance of a few miles. The net was then let down while the ship slowly steered
back to the sounding place. The choice of the starting point naturally depended upon wind
and current and upon the approximate speed of the ship during the letting out of the rope,
and the length of time it would require to reach the bottom.

In the Archipelago the constancy of the currents cannot in the least be relied upon,
because it is dependent upon tidal currents of which very little is known, and which sometimes
are very strong. Changes in the current, taking place after the rope is let down or while the
dredging is in operation, often have a most undesirable influence. For apart from the possibility
of the net reaching the bottom at a different depth than had been calculated upon, it may
happen that the course fixed upon is no longer favorable to the free play of the rope. The
speed of the ship also may become considerably faster or slower than arranged for, according
to the variation of the current. These circumstances may cause the net to tear, or to be kept
floating; they may also spoil the dredging, not sufficiënt area of ground being covered. It will
therefore be seen how important it is that the position and the actual course and speed of the
ship over the ground should be controlled as accurately as possible. In many cases we did so
successfully by use of the sextant, by constantly verifying the modifications in the angles of
suitably chosen points while the net was being paid out or drawn in.

SIBOGA-EXPEDITIE II.

IO

As already mentioned the swinging boom was always carried on the starboard side, as
the arrangement of the awning did not permit of it being constantly changed about. It was
proved however that on account of the variableness of the currents in the Archipelago, it would be
advisable to be able to draw the net from either port or starboard. For not only must the rope
swing clear of the ship, but the net should also be kept in the direction of the shallower rather
than of the deeper water, which direction may be judged fairly accurately in the Archipelago.
W'hen the boom is only fitted for one side it is not always possible to comply with both these
demands. As a rule the course steered when dredging was such that the current met the ship
on the starboardquarter. The trawling was always done with the ship steaming ahead, as this
insured a steady course, the free play of the rope, and the covering of a good distance.

W'hen dredging near the coast and reefs, steep inclines were of frequent occurrence, and
it was found that owing to the nature of the bottom on those inclines, the ground nets often
ran great risk of being torn or caught. When dredging or trawling in such neighbourhoods
ii is therefore always advisable to drag the net only over short distances at a time, and bring
the ship carefully over the place where the net lies, and when this is lifted from the bottom
and during the process of hauling it in, the ship should steam slowly back into deeper water.

The nature of the bottom in the Archipelago, puts a great strain upon the nets. In
shallow water and at moderate depths coralsand is frequently found. At greater depths the
ground is often rockv, with boulders and pumice-stone, while at all depths fair sized tree trunks
are to be found which naturally play havoc with the nets.

Finally the mud, even that found at the greatest depths, is generally far more tenacious
than that found in the open seas owing to it consisting almost exclusively of calcareous or silicious
remains of former living organisms. Where this kind of sediments is found in the Archipelago it
is always mixed with a considerable amount of other elements, chiefly mineral, originating from the
coast. Such terrigenous sediments are characterised by their tenacity and consequently the mud passes
with difhVultv through the mashes of the nets. Sometimes the net becomes filled with mud in a very
short time, and this involves not only the risk of the net being broken, but the accumulated soil
keeps il)'- mouth of the net open, allowing the animals which are caught to easily escape again.

Bearing in mind therefore the nature of the sea-bottom in these parts, it is of the utmost
importance to see that the nets are in good condition, and also to avoid paying out too great
a length of rope, so as to obviate as far as possible the too rapid rilling of the net.

On the other hand there is the danger of the net not reaching the bottom, and
whether it luis actually touched the ground or not, is not always easy to ascertain. Neither the
indicator of the dynamometer, nor the feel of the hand, nor even the slant of the rope are
sufficiently definite indications, in the case of very great depths. W iih regard to the first of
these it lias happened that the dynamometer showed no sign of the bottom having been reached,
and yet the net afterwards proved to have dredged well. As for the second, it has been noticed
that with a great length of rope paid out, the vibration of the rope with floating net can not
be distinguished from its motion when dredging at a great depth over level and soft ground.

Perhaps in such cases the slant of the rope, controlled according to the directions of
Taxner is the most reliable indicator as to whether the bottom has been reached, provided

1 1

always that the clepth bas not perceptibly increased, and that no special influences of current
have been at work.

Almost all our trawlings or dredgings were preceded by a sounding. The various depths
indicated on the charts were not often trusted to. In the East-Indian Archipelago it is neyer
very safe to do so, unless there are reliable landmarks, by which the soundings of earlier and
later dates can be localised beyond dispute. Owing to the many inaccuracies in existing charts
and the unavoidable incorrectness of locajisation arising therefrom, it is quite within the range
of possibility to imagine that one has reached the point where a previous sounding was taken,
while in reality one has come to quite another place; and a difference of a few miles may
make a great difference in the depth of the sea floor. As an example we may take Station i 77 'j,
were a depth of 1633 metres was registered only three miles away from the place, where the
chart registered 121 1 metres of mud floor; the clepth during the dredging therefore, gradually
decreased to 1300 metres. This place also brought some curious sediments to light.

The Station 271, situated immediately West of the Aru islands may serve as an example
of a dredging in which the indications of the chart were followed with good results. We steamed
from our sounding place, where we had found a depth of 1788 metres, in an E. N. E. direction,
steering towards the point where the "Challenger" had founcl a depth of 1536 metres. The rope
was stopped at 2240 metres and the net touched ground at a depth of about 1600 metres.
When the dredging was concluded the depth had decreased to 1520 metres.

The greatest depth at which a successful haul was made, was registered at 4391 metres
(6 November, Station 223). About 800 kilogrammes of mud were brought to the surface. It
was a heavy strain on the capstan, but on the whole the operation was successful. One of the
booms of the trawl, a tube 2lji inch in diameter of 6 millimetres thickness of metal was entirely
collapsed and split owing to the enormous pressure of the water. This was caused by the tube
being air- and water-tight with iron caps fixed on the ends.

The large vertical nets were also worked from the dredge-rope. To insure their going
straight clown to the bottom, the lower part, below the reservoir was weighted with a ballast
of 20 kilogrammes, and just above the swivel joint a weight of 30 kilogrammes was fastened
to the rope. The letting out of those nets was at a rate of from 30 to 32 metres, the hauling
in at a rate of 1 5 or 16 metres per minute. At moderate depths we fished sometimes with the
vertical net. which was provided with an electric lamp connected with the ship's conductor.

The quantitative Plankton-net was worked by the rope of the depth registerer, on the
poop of the ship.

For the fishing with closed nets we used our Le Blanc sounding-machine. It was provided
for this purpose with a separate heavier barrel round which 600 metres of steel rope of 6
millimetres diameter was wound. As the weight of this rope was so much greater than that of
the sounding line, two stronger springs were added to the stopper to be used with this rope. But
as the constant changing about of the springs was awkward, the necessary extra pressure on the
footreel was procured in a much simpler manner by a handspike pressing on the lever of the reel.

t) For stations see List of stations in: Siboga-Expeditie I. Max Webeh : Introduction et desciiption de 1'expédition.

I 2

For the study oi intermediate depths the Fowler-net was always used. A lead of
3 kilogrammes was suspended from the horizontal axlc of the closing- apparatus, to prevent
the gauze net trom being forced up too much, during the Ietting down of the net, and thus not
keeping clear of the apparatus.

The drop weights of the Fowler net were found to fall respectively at the rate of
0.5 metres per second (for the large weight of ió Engl. lbsj, and 1.0 metre per second (for
the small weight 4 Engl. lbs). Hensen's horizontal cylinder was often used. It was towed aft
by an ordinary rope. We slowed down when lowering it or hauling it up, but while working
we had a speed of from 3 to 8 miles. The depth at which this net was dragged, could be
controlled to some extent by the position of the tow rope and by regulating its length.

REMARKS ON THE USE OF DEEP-SEA THERMOMETERS.

The use of the deep-sea thermometers with which H. M. "Siboga" was equipped showed
some peculiarities which it may be of interest to note. While working with Negretti and Zambra
reversing frame, made at Copenhagen, attached to the sounding line it happened occasionally
that although the frame reversed correctly, the thermometer registered a temperature (2 6°. 2 C.)
which could not possibly be correct for the depth to which the thermometer had been lowered
(fully 2600 metres, and another time 4000 metres in the Ceram Sea).

As it was absolutelv certain that the instrument had had a continually descending
motion from the surface to the required depth, ancl as the thermometer acted quite correctly
both before and after the experiment, there is but one way to account for the untimely reversing
of the frame. The sounding rope which was spun with a lefthanded twist being weighted with
leadballast ancl thermometer, together amounting to 30 kilogrammes, may on going down
experience a revolving motion due either to the natural untwisting of the line or to the screw-
like action of the twisted wire of the line in passing through the water, the water acting as
a nut. Xow seing that the pitch of the small screw propeller of the reversing frame is also
righthanded it is clear that if the frame revolves faster than the speed due to the pitch of the
screw the result will be that the frame wil! overtake the propeller and cause the safety pin to
be unscrewed and the thermometer to be untimely released.

The screwthread of the reversing frame is righthanded. If the frame had onlv a down-
ward motion the loosening of the screw would be impossible on account of the waterresistance,
but the revolving of the frame upwards, will cause the screw in the frame to turn downwards,
i. e. unscrew, because the wing of the fan of the screw, furthest away trom the wire feels the
effect of the swinging most acutely. Xow if the influence of the revolution caused by the friction
of the wire, is greater than that of the friction of the descent, it is clear that the screw must
release the frame which consequently reverses.

It must also be borne in mind that at the beginning of operations the rate of descent
comparatively slow, while the rate of revolution may be very considerable, and that die

screws of the reversing frames needed but 2 or 3 turns to release their hold. Probably in the
case here referred to the frame reversed at a depth of from 30 to 50 metres.

After this occurrence, and after the above explanation had been found for it, piano
wire was substituted, when both frame and thermometer at once did their work properly. But
now another difficulty arose, no less serious than the former, which also had its origin in the
construction of the reversing frame, and which was not found out, until the frame had been
used several times, and after the loss of a lead and a thermometer.

A sounding was made with a Negretti and Zambra frame. The object being merely to
ascertain whether the depth averaged 2000 metres, and the wire broke when the thermometer
had been brought up to within 15 metres of the surface. A careful examination of the broken
end of the wire showed that it was twisted off by a lefthanded revolution.

The explanation of this accident can only be found in the fact that the screw of the
reversing frame, being released when the hauling up commences, is afterwards locked, and
continues so during the remainder of the ascent with the result that frame, wire, and lead
assume a lefthand revolving motion, clue to the reaction of the propeller on the frame.

At first the twists are divided over the entire length of the wire. But when the lead
has come nearer to the surface, and the speed of heaving in the wire is gradually reduced for
the sake of safety, the twists in the wire, which has now become quite short, increase rapidly,
as the lead continues revolving, presuming that the weights have not been dropped ; the wire
eventually becoming twisted to such an extent as to prove fatal to the weakest point in the
line, i. e. that portion of it which is fastened and hielden in the splice, and hence cannot be
kept under regular control. Here it was that the breakage occurred.

A careful consideration of the causes of these two accidents led to the following conclusions.

1 . \\Then usincr a' twisted wire-line for reversino- thermometers on the Neeretti and
Zambra system a righthanded screw should have a righthand-twisted line, and a lefthanded screw
a lefthand-twisted line. This matter should be attended to when the instrument is constructed.
If circumstances do not permit of this it is urgently necessary that the speed of descent should
be and remain great from the moment that the thermometer touches the water. Any hitch in
the working of the sounding machine might cause the untimely reversing of the thermometer.
At all events it is clesirable that the screw should not be able to release its hold too quickly,
certainly not till after several turns, and over a considerable distance. This can cause no
appreciable difference in the registration of temperatures at great depths.

The reversing frame might also be improved, by an arrangement which would insure
the screw's acting only with an upward motion regardless of revolutions due to the twistings
of the line. This might be done by introducing a small horizontal hinged-plate, which when
the frame is at rest would act as a catch on one of the screw blades, and which could only
be forced out of position by the pressure of the water when the frame has an upward motion.

2. It is a great mistake to lock the screw in the reversing frame .after it has been
unscrewed in the hauling up ; the screw should be able to continue to turn loosely, in the same
manner as is done for instance in the waterbottle with thermometer, system Pettersson.

'4

REMARKS ON THE LE BLANC-SOUNDING MACHINE AXD ITS USE.

Description of the machine.

Referring to the illustrations (Fig. 7, 8, 9) it will be seen that the machine consists of
two vertical frame plates firmly connected together by staybolts and angle irons and fixed on
the deck. The vertical frameplates carry a shaft B on which is keyed the winding drum C.
The shaft projects on the left-side and carries the pawl wheel E and the wire drum D. The
wire drum is fixed on a separate boss in such a marmer that it can easily be withdrawn and
replaced by another. The pawl wheel E and the wire drum D are both free to revolve on
the shaft. The external diameter of the wire drum without the line is slightly larger than that
of the capstan.

The extreme end of the shaft B carries a coiled spring G which can be compressed
by the adjusting wheel F against the loose boss that carries the wire-drum D. By means of
the spring this boss is pressed against the pawl disc E, which in its turn is pressed against
the flange ff, both sides of the pawl disc E being fitted with leather rings to increase the
friction. A pawl, which is carried on the frame plate works into the pawl teeth of the disc E
and prevents it from revolving when the line is being payed out.

By this arrangement it will be seen that owing to the friction coupling the winding
drum and the wire drum, although revolving in the direction, will not necessary revolve at the
same speed.

When winding in the line the difference in speed is in direct proportion to the diameters
of the drums. The speed at the periphery being kept equal by the line passing over both
drums. This has the result of keeping the line taught between the one drum and the other
to the extent of the force required to cause the wire drum to slip between the leather collars.
The wire drum is fitted with a portable handle K to work it by hand when required.

Below the winding drum the guide pulley L is slung between two links M. These links
allow it a certain amount of vertical motion, which is resisted by the two springs coiled round
the vertical rods S. These rods pass through the crosspiece O and are connected together by
a crosshead to which the brakeband A is attached. The other end of the brakeband is held
by the nut O adjustable by the handwheel N and the screw P. The brake-band consists of
a steel strip lined with wood. In front of the winding drum there is another pulley V which
drives the counter T. The pointer of this counter is adjustable.

At the front of the machine there is a vertical erection LI carrying at the top the
dmible pulley Z in which is suspended the ballast-scale IV fitted with guide rollers óó, working
in two suitable channels. The upper part of the scale, carrying the pulley Z, is connected by
mcans of a dynamometer d with the lower part, which in its turn is connected to the baseplate
by mcans of a coiled spring working in the cylinder a.

A number of cast-iron dises is supplied wherewith the weight in the scale can be adjusted.

On the righthand side of the machine
there is a small single-cylinder steam-engine
with flywheel c and shaft h lïtted with the
sliding pinion e, which drives the winding
drum C by means of the toothwheel g.

At the back of the machine there
is a light revolvingf Davit / carrvingf the
guidepulley n.

The Davit can be adjusted with the
handle P .

The lower part of the guidepulley
L runs in a small sheet-iron tank, not
shown in the engraving.

The necessary oiling arrangements IJ
are fitted where required.

Run of the sounding-line.

This line consist of steelwire
0.9 mm. diameter and is wound on
the wire drum. From here it runs
over the top-guide-pulley u to the
winding-drum over which it is passed
five turns, from there over
the guide-pulley L to the
counter pulley U and upper
doublé pulley Z, from there
to Z\ upwards again to the
doublé pulley Z and from
there to a Davit and over-
board.

The whole apparatus
was placed on the extreme
port side of the bridge.
The outer Davit was iïxecl
to the fixed shield-plate of
the 3.7 cm. gun.

The soundingf
lead is attached to
the wire by a light
ground line of about

Fig. 7.

15

six metres long-. At the
upper end of this ground-
line there is a small lead
weight of two to tlWee
kilooframs. This ground-
ine and auxilian* weight
is to prevent kinks taking
place in the wire, which
is very apt to occur and
to cause the breakage
of the line.

Experience proved
that a length of six metres
T<J for the groundline works
well.

Manifiulation

and working of the

machine.

a. when sounding.

Threeattencl-

ants are required viz :

n° 1 for the manipu-

<^„. lation of the wire

^j drum and the ad-

^j justing wheel F\ n° 2

for the manipulation

of the brake and
thesteam-engine;
n°3 fortheadjust-

ment of the
weights on the
ballast-scale.

The sound-
ing-lead when
ready for use is
lowered over-
board while the
ship is stoppecl.
At first while
paying out when
there is but little
strain on the wire
and the weight in
the scale compa-
ratively Hght, the
scale wile begin
by striking the
upper stops. The
pulley L is there-
bv raised owing
to the springs S
being compressed.
The brake Tv is
hereby relaxed
and should now
be gradually re-
leased untill it
onlyjust touches.

The adjusting
wheel /^can now
be loosened untill
the lead begins
to descend.

The pawl
wheel E during
this descent being
kept at rest by

i7

the pawl. If necessary, the drum can be started by hand as there is sometimes a tendency of the
leather discs to adhere to the wire-drum-boss if it has been standing unused for some time.

Owing to the paying out the tension on the wire is reduced and the ballast-scale
descends, at the same time putting on the brake R. But as the weight increases, due to the
amount of wire paid out, it will be necessary to add weights to keep the scale in midposition
and the brake-band adjusted in proportion.

A suitable speed of the wire was found to be about 2 metres in the second.

This speed is not only regulated by the brake-wheel N but also and principally by the
friction-wheel. But since the friction-wheel revolves with the shaft, an exact adjustment is difficult

&wv&.

Fig. 9.

to be obtained, it has therefore been found necessary to regulate the friction by other means.
Attendant n° 1 presses a piece of leather against the outside of the inner flange of the
wiredrum, thereby forcing it against the friction-wheel whereby he can regulate the friction to
a nicety. Especially when the ship is in motion is this necessary so as to insure a correct
working of the ballast-scale. The purpose of this scale is two-fold. In the first place if the ship
is rolling and pitching it falls and rises accordingly, thus keeping a constant strain on the wire ;
in the second place, the moment the lead touches the bottom it is intended to take up the
slack of the rope and in its descent releases the springs 5, thereby tightening the brake-band

SIBOÜA-EXPEDITIE II. 3

i8

and automatically stopping the machine, this being the sign that the lead has struck the ground.

Before however the machine has stopped there will be a certain amount of wire paid
out, from the time that the lead strikes the ground, and this slack is taken up by the scale in
its descent. At the same time the attendant presses the wire drum firmly against the friction
disc, and compresses the coil spring G with the adjusting wheel F.

The counter can now be read off, giving the depth in metres if the wire is vertical. It
should here be noticed that during the paying out of the rope the adjusting wheel F is at
rest. A point to which special attention should be paid is that the tightening of the wiredrum
serves also to regulate the tension of the rope between the wiredrum and the winding-drum,
thus preventing the wire from flving out of the top-guide-pulley and getting damaged. The
man attending to this has therefore to keep a sharp look-out that the scale does not strike the
stops, which would cause a dangerous jerk in the wire. The man at the brake regulates it and
takes care that the wire is wound fairly on the drum without the strands overlapping one another.

It was found that even with a well oiled winding-drum the rope would sometimes run
up the high side 'of the drum and suddenly shift back to the midclle thereby causing a momentary
slack in the rope and a jerky motion of the brake, consequently an unregular paying out of
the wire. To remedy this fault an iron lever was fitted and fixed to the machine which forced
the wire to keep in the centre of the drum during the winding.

W'hile sounding, this lever was put to the lelt and when hauling in, to the right of the
coils and it answered very well. Of course the proper adjustment of the brake as well as the
required weights in the scale are matters which can only be found by experience.

To find the speed of run it is only necessary to observe in what time a certain length,
say ioo metres, is payed out. Experience soon teaches this to be done by sight.

The Le Blanc machine requires a rather heavy lead on account of the comparatively
great friction which has to be overcome. Especially when a great depth is anticipated it is
advisable to have a heavy lead, because otherwise the amount of rope run out would take up
too great a proportion of the total tension and reduce the chance of the machine being stopped
automatically, especially with a slight pitching of the ship, for it must be born in mind that the
sinker of the stray line must never be allowed to strike the bottom for in that event the line
kinks and breaks, on being hauled in.

For the same reason a weight of 25 kilogrammes is but scarcely sufficiënt to overcome
the friction of the machine in case waterbottle and thermometers have been attached to the
lead itself.

Before beginning to sound the machine should be oiled and the indicator set to the
depth at which the lead is suspended below the surface of the water. It should be ascertainecl
that the pointer of the indicator is tightly fixed on its spindle to prevent false indications.

ó. When hauling in the line.

Besides the three persons, above referred to, two more assistants are needed to attend
to the oilintr of the wire with oiled rags held in their hand. As soon as the lead reaches the
bottom and the register is read off, the brake and the friction adjusting wheel are released and

19

the winding-drum is worked round a few revolutions untill the lead is lifted off the bottom.
This will usually cause the scale to be raised and remain suspended unless the depth is insuf-
ficiënt. Should the scale however remain tightly pressing against the upper stops, the probability
is that the weights have not been dropped. To accomplice this the lead is then lifted up about
1 5 or 20 metres and lowered once more. If however the bottom is of a soft muddy nature
even this will not accomplish it because the weights will sink in the mud and the decrease in
tension will not take place suddenly enough. The slow descent of the scale will indicate this.

If the bottom is hard the scale will sink abruptly and then the adjusting wheel has to
be screwed up sharply to prevent the wire from slipping out of the top pulley.

In case of soft muddy ground however the brake acts before sufficiënt slack is given
to the rope to detatch the slip block from the lead (or as in case of the Sigsbee lead to work
the sliphook). The slipblock of the Le Blanc lead is fairly light and with the weights resting on
the soft ground there is scarcely sufficiënt power to pull it down farther. If the waterlayers
through which the wire passes have different currents a certain tension is mantained in the
rope which prevent the slipping apparatus from working properly. In this case the only chance
of dropping the weights is as follows.

About twenty five metres of line is hauled in either by hand or by steam, some-one
stands on the ballastscale to keep it right down, the line is now paid out again at the normal
speed but a few metres more are allowed as soon as the lead has touched the ground, this is
observable by the reduced speed of the line, the less amount of tension as well as the indications
of the counter. The brake can be somewhat loosened during this operation.

The stray-line and slipblock are now free to sink lower, even should the lead and weights
have already entered the mud.

Now, provided the strops with which the weights are attached to the lead are not too
stiff and not too tightly fixed, both lead and weights will detach themselves from the slipblocks
and remain behind when the wire is hauled in.

As soon as the lead strikes ground the winch is started to run free ; after the lead has
been lifted by hand and the weights slipped, the winch is put into gear and the line hauled
in with the scale heavely weighted. In stormy weather the scale must however not be weighted
quite down ; if the sea is rough it is better that the scale balances below the centre and prevents
it from striking the upper stops by hand.

With a lead of 15 kilogrammes or less, 75 or 80 metres per minute was found to be
a suitable speed.

When hauling in the line, the brake is set entirely loose.

The adjusting-wheel should be set to keep a moderate tension between the two drums.

Too much tension might damage the wiredrum ; too little tension is apt to lead to
irregularities in the winding. The result of this being that at the next sounding the wire may
leap out of the top-guide-pulley.

Neat and regular winding is a very important point.

During the hauling in of the wire it is passed through an oiled leather held in the right
hand ; while the left hand works the adjusting wheel.

20

This wheel is apl to work loose owing to the vibration of the machine to be observed
by the reduced tension in the wire. To prevent this taking place it is advisable not to oil the
adjusting screw bnt simply to keep it free ot rust.

During the hauling in the action of disc and other parts is as follows.

On screwing up the adjusting-wheel the friction is increased between the disc and cylinder
which carries the wiredrum. Now seeing that the circumference of this drum is somewhat
oreater than that of the winding-drum and that it increases with the amount ol wire wound
on it. it necessarily must slip, due to the amount of clifference in circumference with that of
the windine-drum and the tension of the wire between these two drums is re^ulated by the
amount of friction between them.

YVhen the indicator shows that the leacl is near the surface, the speed is reduced or
the winch stopped and the rest done by hand, although after long practice it is possible to
iise the winch to the very last. In which case the steam is shut off when there is about
20 metres of wire out and the accumulated power in the flywheel does the rest. At the
proper moment the brake is applied and the flywheel stopped by hand. The lead is then hauled
on board.

During the hauling in the weights on the scale are gradually reduced unless the ship
is rolling heavily as it is then better to leave them on and keep a sharp look-out on the
position of the scale.

With single wire the indicator returns very nearly to zero but with a spun line there
is usually a certain amount of stretching. It is always advisable not to trust entirely to the
indications of the counter but to watch the line as well and sjive direct warnine should the
weight unexpectedly appear before its time. In this case it is of advantage that the ship be
steamingf ahead as the amount of wire in view is then increased.

'ö

The sotmding Wire.

i>

( )n the Siboga the wire used was 0.9 millimeter diameter manufactured by Felten &
Guillaume of Miihlheim on the Rhein. The breaking strength was between 150 and 180 kilo-
grammes, it is however advisable not to put a greater strain upon it than one half of this or
say a maximum of 90 kilogrammes.

Thousand metres of this wire weigh 5.1 kilogrammes and cost ƒ16.21.

'I he original supply was one roll of 6000 metres and one of 9000 metres but later on
another roll of 5000 metres was supplied.

The sounding machine had one drum which could carry 10000 metres of this wire and
another drum that could take 9000 metres of twisted wire.

To wind the wire from the wooden reels on which it is sold on to the wiredrum,
the reel is placed on a horizontal shaft at some distance from the machine. The end of
the wire is wound live turns round the winding-drum, then passed over the top guide pulley
on to the wire drum. The steam winch is started and the proper tension put on by the
adjusting-wheel.

The wire of 6000 metres had one joint and that of 9000 metres had two joints made
according to Tanner's system1). When the splices were passing the winch was slowered to
allow them to be carefully inspected and special care was taken to prevent damage to them.

Besides this single wire galvanised steel rope was used consisting of 7 wires of 0/55
millimetres giving a total diameter of 1.65 millimeter. This wire supplied by the same makers
weighed 13.75 kilogramme and costs ƒ21.— per thousand metres. The breaking-strength is
somewhat less than the single wire of 0.9 millimetre. 9000 meters of this rope was wound
on a special drum of larger diameter. The removal of the drums on and off the sounding
machine was easily done. The heavy drums were assisted by the david and tackle block.

The wire rope was originally supplied in one length without any splices. The advantages
and drawbacks of the two kinds of wire are the following. The single piano-wire is lighter,
stronger and more durable as long as it does not kink and it gives less resistance in the water
but the chances of kinking and loss of sounding apparatus are greater. The rope does not
kink so easily and even then does not break. On the other hand it sometimes happens that
one of the wires breaks, causing damage and delay as in this case the rope has to be cut
and spliced.

It also takes up much more plankton, carrying it on to the drums, which undoubtedly
is apt to cause rusting and thus lessen, its durability. This plankton mixed with the zinc-oxyde
of the wire adheres in a strong layer on to the pulleys and drums,
causing considerable friction and irregular running.

There is also a dang-er of the assistants who let the wire
pass through the oiled rags held in their hands, getting hurt by I \

loose pieces of wire which may pierce the rags in their hands.
As soon as they feel any loose wire the machine is stopped and
the wire repaired.

The splicing of the wire is performed in the same manner
as ordinary rope. Only that the ends of the wires are not all cut
off at the same distance this o-Jves a more gradual increase in
thickness to the splice. The splice is then about 200 millimeters
lonp- and is wound over with fine wire the ends of which are

o

carefully buried in the rope.

The Sounding leads.

J !

7

Fie

The sounding-machine had two deep-sea leads with cocks
(sondeur a clef du Prince de Monaco Fig. 10). One of these was
lost at the beginning and the other at the end of the voyage.
The cockdead consists of a fairly heavy hollow gunmetal tube increased in diameter at the
lower end to hold the cock. The inner diameter of the tube is 50 millimeters. Above the cock

1) See !■ S. Tanxek. Deep-Sea Exploration. Buil. U. S. Fish-Commissioii, XVI. Washington 1897

22

the one side of the cylinder is cut away over a length of 250 millimetres. Around this part
revolves another thin tube or covering plate similarly cut away so that by turning this round,
the opening can be opened or closed. hor further protection an iron tube is passed over both
and held in place by a screw. The external diameter of this iron tube is the same as that ot
the cock shell namely 103 millimetres.

The upper part of the gunmetal tube is of smaller diameter and provided with two
slots, which determine the amount of movement allowed to the wrought-iron tube or slip-bolt.

The slip-bolt has two notches which project beyond the gunmetal tube when the lead
is suspended in the position of descending. On to the projections formed by these notches the
slinos of the bal last- weiedits are slunsf.

The stray-line is looped to the link on the slip-bolt. When the lead has reached the
bottom, both ballast-weights and slip-bolt continue to descend ; this slips the slings of the ballast-
weights out of the notches, allowing them and the weights to fall off. As the lead is hauled
up and the weights slip right off, the cock is shut.

The weight of the sounding lead is 15 kilogrammes.

Besides this type others were used, of simpler and lighter construction and fitted with
butterfly valves for bringing up the bottom soil. For instance, a very effective deeplead was
made from a piece of boilertube. For shallow depths an ordinary lead of 25 kilogrammes
weight was used. This weight was found scarcely sufficiënt. There were further on board two
Sigsbee's leads with a conical valve. The slipping arrangement was also of a special construction.
The bottom part can be unscrewed to remove the mud that has been dredged. The external
diameter of the cylinder is 65 millimetres and the weight 2.7 kilogram.

The ballast-weights used were cast iron cylindrical and spherical rings, with a hole of
115 millimeter diameter. The weight of the cylindrical ones was 9.25 kilogram and that of the
half spherical ones 13.25 kilogram.

To be able to use these same weights with the Sigsbee leads, additional bushes were
used of 110 millimetres exterior diameter with a hole of 64 millimetres and they weighed
7.75 kilogram.

In case of need any kind of weights may be employed such as projectiles, pieces of iron,
tins of sand etc.

It is advisable always to hang them symmetrically to insure a vertical descent.

If the bottom specimen is for scientific use the cock lead is preferable, especially in
muddy ground, because the hollow tube of the cocklead brings up on undisturbed cylindrical
bottom specimen in which the different layers of soil are exposed in their natural succession.
The only objection is that if the ground is hard or the cock fails to work it brings up nothing.

The SlGSBEE lead has the advantage of being light, although being made of copper it
is apt to get damaged on stony ground. The chances of the slip arrangement not working
when muddy ground is encountered, is about the same as with the other type. How to relieve
the strain in the rope in such an event has already been explained.

REMARKS CONCERNING SOUNDING WITH THE LE BLANC-MACHINE.

In addition to the directions given above, the following deserve consideration. A too
sudden descent of the weighted scale should be avoided as much as possible, because it might
cause a sudden slack between the wire drum and the winding drum. At the same time the
movement of the scale should not be interfered with to much as its descent and the succeeding
automatic stopping of the machine is the sign that the bottom has been reached, and it is most
important that this should be accurately noted.

Especially in the case of a great depth when the rope is heavily weighted and the
weight perhaps increased with thermometers, mistakes are easily made when there is a slight
heaving of the ship.

It is also possible for the machine to be automatically stopped before the bottom is
reached, simply on account of the motion of the ship. With the next heave of the ship the
rope will recover itself, loosen the brake and start the machine again, unless under the im-
pression that the bottom has been reached, the brake has been tightened. In this case there
is a danger of the wire breaking, on the scale being lifted up and striking the upper stop
unless the attendant loosenes the brake in time.

If at a greath depth and through the additional weight of waterbottles and thermo-
meters, the friction under water is great and the decrease in weight on the lead, reaching the
bottom is relatively small, the chances are that in a high sea the apparatus, on reaching the
bottom will behave in the same way as mentioned above. It will then be very doubtful whether
the bottom has been reached or not. Should the scale remain down, even although the
machine starts working again then it is a sure proof that the bottom has been reached and
in that case the wire should be hauled in somewhat.

If the lead is sticking; to the mud the scale wil be lifted. Should the scale fall and
remain hanging half way, than this proves that the lead is off the ground and the ballast-
weights dropped. Should the tension in the wire be appreciably reduced but the scale remain
up, then the lead is off the ground (or out of the mud), but it is not certain whether the
weights are dropped. If it requires much exertion to pull the scale down then it is probable
that the weights are not slipped.

The different currents of the upper and lower water layers or the drifting of the ship
by side-wind can increase the uncertainty of the ground being reached. In both cases and
especially when the ship is rolling, even although the lead has reached the ground, the tension
in the wire which is hanging in a bend can suddenly be sufficiently increased to restart the
winch and to lift the scale. In this case there is every chance that the wire is allowed to run
out under the impression that the ground has not been reached and thus cause the kinking
and breaking of the wire.

From these remarks it will be seen that it is always advisable to use a heavy lead,
when sounding in great depths with a heaving ship. The indication that ground is reached will

24

be more distinct and for this same reason the twisted wire requires a heavier weight than the
single wire.

For more than one reason it is necessary that a vertical position of the wire close to
the ship should be maintained. In the first place to obtain a correct depth by the counter.
In the secoml place for the better working of the upper part of the wire. To make this clear
il should be observed that a true vertical position of the wire is only possible if the ship is
lying absolutely still as the whole mass of water in which the ship, wire and lead happen to be.
As a rule this is not the case and owing to the different motions in the water the wire will be
bent even although the upper end of the wire remains vertical. The indications on the counter
will therefore always be more than the actual depth and it is impossible even to guess to what
extent. In general it can be accepted that the fault is of no consequence when piano wire is used.

UPKEEP OF THE SOUNDIXG MACHINE.

The sounding machine should be kept in good condition, well cleaned and oiled. The
sounding wire which is being used should be well driecl by passing it through rag, and oiled
by passing it through a second rag. The oil reservoir under the lower guiding pulley was
seldom used. The original shape of this reservoir proved to be unpractical. The oil being thrown
out by the action of the pulley in a very short time even after the addition of vertical plates
to the front and back of the reservoir to prevent the oil being thrown out. The wire carries
so much oil with it that on reaching the winding-drum gets thrown about and lost.

Experience tought that by the use of a dry and oiled rag, the oil being used being
mineral, the wire could be kept in a good condition. After a whole year's use the piano wire
showed no signs of wear. Even the twisted wire showed little or no signs of rust although
several times some of the wires got broken.

New piano wire should be stored in a dry place and packed in water-tight oiled paper.
From time to time the wire should be inspected any signs of rust amoved and oiled afresh.
\\ ire which had been used in the machine was stored in this manner with good results only
with an occasional oilingf.

THE MANOEUVRING OF THE VESSEL WHEN SOUNDING.

While sounding the object was always to keep the line vertical.

In many instances the direction and the approximate force of the current could be
estimated fairly accurately.

Bearing these points in mind and taking into account the probable drifting to be expected,
the ship was brought in a direction so as to minimise the chances of the rope deviating
athwartships and rather to bring the line away from the ship than towards it.

25

If from previous soundings in the neighbourhood the action of the current was known,
soundings were frequently commenced while the ship was moving ahead or astern. If no such
information had been obtained the ship, after having been brought to rest in the surface water,
was placed in the proper direction.

As soon as the line showed any deviation from the vertical the ship was manoeuvred
according to circumstances.

One point which could be depended upon and which probably applies to all screw-
steamers of the ordinary type was, that with the ship lying at rest in the wind, the bow drifted
off and when steaming astern the stern veered ronnd in the wind.

When only wind and waves influenced the vessel and there was none or very
little current, it appeared as a matter of course to place the ship, at the commencement
of the sounding, almost rigth before the wind, the wind striking the ship a few points on the
sounding side.

Working one screw astern from time to time was then generall)' sufficiënt to keep the
rope nearly vertical.

If there was but a slight current and especially when this was in the same direction as
the wind, or if there was but little wind, it was found best to steer against the current and
keep the rope vertical by steaming slowly ahead. It was hereby easier to keep a true course
and to prevent the line passing underneath the ship.

When sounding in the Moluccan Archipelago in the east monsoon with a strong wind
and current in nearly the same direction, a speed of i1/,, to 2 knots had often to be maintained
in order to keep the line vertical. Under such conditions the ship could not be steered suffi-
ciently accurately with the engines working astern to prevent current and wind to come in from
time to time on the wrong bord, causing the line to get badly under the ship.

Working the screws in opposite directions is only effective in very calm weather. With
the slightest breeze and any sea running, the ship veeres off and remains in a fixed position,
which most probably was not the one wished for.

Even with the engines working at full speed the desired direction could often not be
obtained. Much labor and steam are then uselessly wasted.

When much line is paid out, manoeuvring the ship on the same spot is of not much
use as the horizontal movement of the wire is too slight in comparison to the length paid out.
For with a strongly slanting long line, the horizontal distance between the ship and the
lead is great and the principal question is evidently to reduce this distance as much as possible,
or in other words, to keep the ship vertically over the sounding lead or to bring it back to
that position.

Perhaps this object may sometimes be obtained by alternately steaming ahead or astern
combined with the necessary changes in the ship's course, but this is an unpractical method,
involving constant manoeuvring and a large consumption of steam, with the line sometimes
trailing forward ,and sometimes astern. Not only is there a chance of the wire having a very
slanting position at the moment the leacl touches ground, but the tension in the wire is so
irreeular that the soundinof machine works verv irregaüar.

S1EOGA-EXPEDITIE II. 4

26

In order to ascertain what will be the best way to bring back the line to a vertical
position, the hrst thing to do is to find out, approximately where the lead is with respect to
the ship. From observing the deviation itself the influence of current and wind can be estimated;
this being ascertained the ship is moved towards that point taking in to account the influence
of the current and the wind.

The more accurate the changes of position in the wiré are noted and corrected from
the very lirst, the simpler the manoeuvring required will be, to bring about the desired result.

W'hcn the lead is beingf hauled in, care should be taken that it does not eraze ao-ainst
the ship's huil or bilge-keels. A slant in the line is than an advantage as it also reduces the
influence of the motion of the ship on the line. It is therefore preferable to steam ahead,
during this process, and if possible in the course to be ultimately foliowed.

( )n this account the broadside position for sounding is not so suitable as it is not alwavs
possible to choose the most favourable course and the line runs a greater risk of fouling the
shïjj or propellors.

With the machine stationed on the railing aft, any course can be steered and the line
runs more free from the outer pulley.

If placed on the bridge, as on the Siboga, it is easier to keep watch over the position
of the line and the manouvring of the ship is consequently simpler. On account of the oreat
weight of the apparatus and the limited space available, it was placed as close as possible to the
ship's side. The bridgedeck was at that point fitted with supports. Where possible it is preferable
to leave some space at the front of the machine, this would greatly facilitate attendance to
the ballastscale.

OBSERVATIONS REGARDIXG THE SOUNDING MACHINE.

The Le Blanc machine proved very satisfactory on the Siboga. Fractures of the line and
other casualties were comparatively few and to some extent due to insufficiënt training.

It is absolutely necessary to have a thorough knowledge of the machine as the automatic
action cannot entirely be relied upon under all circumstances.

On board of the Siboga there was only a brief description of the apparatus giving little
detailed information, so that the skillful handling had to be obtained entirely from careful practice.

The defects of the machine, which no doubt could be remedied, are the followino-

i . The adjusting friction gear revolves with the wiredrum-shaft. This is objectionable,
not only because an exact adjustment is difficult, but by the strong vibration there is a great
chance of it working loose. An arrangement in which the principle of adjustment was maintained,
but whereby the handwheel was at rest during the revolving of the shaft would not increase
the cosl very much, but be a great improvement.

2. The single-cylinder engine should be replaced by a three-cylinder triplecrank engine,
properly balanced, so as to do away with the objectionable vibration.

27

3. The teethwheels as made, caused such a noise that it was difficult to hear the
commands given. Accurately cut wheels with a true pitch with pinions of raw-hide might
improve this.

4. The steel brake strap is too stiff, probably a strong leather one, also fitted on the
inside with wooden blocks, would do better. The objections to the present arrangement is as
follows. In order to let the line run out at a fairly high speed the strap must be loose. Now
if through a heave of the ship the tension of the line is slackened, but for an instant, the spiral
springs put the brake on. This is exactly what is intended, but the strap being so stiff it brakes
the machine so much that with the next heave of the ship in the opposite direction, the tension
in the line is suddenly too great.

Of course the brake can be unscrewed, but the result is that the line does not run out
smoothly but with jerks. The scale also works jerky and may strike the stops, causing slack
in the line between the winding drum and the wiredrum. Owing to the former having more
momentum and maintain a more regular rate of revolution than the latter. It therefore gains
upon the winding drum, causing the brake to act too strong.

5. The arrangement of the top- and outer guiding pulley does not offer sufficiënt security
against the danger of the line getting out and jamming between the sides of the pulley. This
could be improved by fitting proper guides, accurately fitting, round the edges of the pulleys.

The cock-lead worked quite satisfactory. lts good and bad points in comparison with
others have already been mentioned.

During the scientific expedition of H. M. Siboga 181 soundings were made with the
Le Blanc machine of which 129 were more than 2000 metres and 52 less. The greatest depth
reached was 56S4 metres. The machine worked well throughout, no defects of any importance
having taken place. The flanges of the smaller wire-reel were slightly strained and bent out,
this probably being caused by the tension of the wire being too great on hauling in, and could
easily be avoided.

The screw of the adjusting friction-wheel was worn out. But it was found that a few
metres of wire could easily be hauled in without the use of this gear. The dynamometer soon
got out of order and even after being repaired was not improved. It was found that this type
of dynamometer was not proof against the shocks to which the ballastscale was exposed with
a pitching and heaving ship.

It is however of so little practical use that it can safely be dispensed with, the loading
of the scale being a sufficiënt guide to find the average tension of the rope, always bearing
in mind that the scale itself weighed 18 kilogrammes and when in equilibrium the strain on
the rope is about half the combined weight of the scale and weights together.

During the course of one year, from March ;lh 1899 to March ist 1900, when the
soundings above referred to, were made with this machine, the following list of accidents
occurred.

28

Date and depth.

1899. March 22.
122 fathoms.

468 fathoms.

1899. April 3.
809 fathoms.

1899. August 9.
459 fathoms.

1899. Sept. 16.
1 1 1 1 fathoms.

1899. Dec. 3.
2753 fathoms.

1900. Febr. 10.
1442 fathoms.

Accidents.

Pianowire breaks. One cocklcad,
one waterbottlc, onc reversing
thermometer lost with 87 metres
of wire.

Stray line of TANNER's line
broken. Sigsbee lead and rever-
sing thermometer lost.

Pianowire broke; lost: lead of
25 kilogram with reversing ther-
mometer.

Waterbottle and
thermometer lost.

Wire broke off at thermometer.
Lead and thermometer lost.

The outside attendant's finger
caught in the pulley and was
cut off.

2600 metres of wire, one cock-
lead and one reversing thermo-
meter lost.

Cause and remarks.

The lead struck the ground, wire broken
because of heave of the ship.

Stray line of six strands, probably defective,
broke off sharp.

Sincc than only doublé twisted flag-chord
was used.

Wire run out of top-pulley, kinked and
broke.

Indicator still registered 50 metres when
suddenly the stray line ran into the reel, and
the line broke.

Pointer of indicator had probably slipped.
Outside attendant's warning to stop when he
saw the weight of the stray line, was not heard
on account of the noise of the machine.

Wire was found to be wrenched off, probably
due to the revolving, caused by the fixed screw
of the reversing frame.

One of the component strands, which was
found to be snapped, caught the hand of the
assistant who did not let go his rag in time.
Before the machine could be stopped his finger
got cut off.

By the rolling of the ship the wire got slack
and got caught in the toothwheel of the winch.
As the brake did not act promptly, the winding
drum continued to revolve. The wire beins'
damaged got broken by the next heave of
the ship.

This last accident showed the clesirability of having the wire rove through an oblong
eye lïxed to the machine just above the point where the wire reaches the winding-drum.

For even should a momentary slack occur in the wire, this would prevent the wire
leaping off the drum.

THE LUCAS DEEP SEA SOUNDING-MACHINE SMALL SIZE AS USED ON

BOARD H. M. SIBOGA.

Description of the machine.

(Fig. 11).

This consists of two vertical cast-iron frames BB connected together and carrying between
them the winding-drum A, capable of holding 400 fathoms of 0.9 mm. steel wire.

From the upper arms of a curved doublé lever C is suspended the pulley over which
the sounding wire passes; this pulley is hinged horizontally on the pin R to allovv it to follow
the even varving ansrle of the wire, and serving at the same time as reyolution-counter incli-
cating the depth. The curved lever C works on two fnlcrum-pins a a fixed in the sideframes,
the lower arms of the levers are connected together by a crosspiece K carrying the adjustable
1 Milis Z,, forming the one end of the brake belt M, the upper end of this brake belt is attached
to tin- sliding brake-block X, this too is adjustable by means of the screw with cross-handles
O working in plate P.

The upper ends of the lever C are connected by the crosspiece /?, each end of which
rarrics a spiral spring E, the tension is adjustable by the milled nuts GG.

The wire on its way between the pulley and the drum passes through a forked guide
(J. swivelling on the pin ó, this guide is worked by hand and enablès the wire to be wound
fair on the drum.

For winding in the wire a hand-gear with doublé handles is fitted, this is uncoupled
when running the line out.

Maiiipulatioii and working of the Machine.

For sounding with this machine one man only is required. The winding in needs one
or two assistants.

The lead is attached to the wire by means of a stray line of cord weighted at the top,
as is the case in all sounding machines in which steel wire is used.

When the lead hangs free, the spiral springs E are extended and the lever C falls forward
until the lower end strikes against the stops, placed on the inside of the sideframes for this
purpose. As the lever falls forward, the brake belt is slackened off the wiredrum, except at the
point of the sliding block N. This is screwed tight when the machine is out of use. The
handgear being then also uncoupled. When preparing to sound, the sliding block is gradually
unscrewed until the lead begins to drop, the rate of descent being regulated by hand.

As soon as the lead reaches the bottom, the strain on the rope decreases, allowing the
spiral springs to contract and raise the lever C, tighten the brake and automatically stopping
the drum. This being a sign that the lead has reached the bottom.

The sliding-block is then screwed up tight and the amount of wire out read off. The
hand-gear is coupled in, the slicling-block released and the line wound in.

One of the assistants works the guide Q and sees that the line is wound evenly on the
drum. When the stray line reaches the drum, the sliding-block is tightened, the hand-gear
uncoupled and the lead drawn in.

Remarks on the sounding with the Lucas-machine.

The line must not be allowed to run out too fast, two fathoms per second is a good
average speed.

3i

If not carefully regulated, the drum unwinds at such a rate that the wire, especially
with a rolling or pitching ship, looses too much of its tension, this allows the lever to rise and
tighten the brake, causing a sudden decrease in the veering of the rope, consequently the strain
on the rope increases and the brake is slackened again. This goes on repeatedly causing the
lever to rise and fall to no good.

The tension of the spiral springs and correct adjustment of the sliding-block is found
by experience, taking in consideration the type of sounding lead in use and the amount of wire out.

The adjustment of the brake-belt can remain unaltered for a considerable time.

Any kind of lead can be used with this machine but as the hauling in is done by hand,
it is desciable to have the lead not heavier than absolutely necessary.

On board of H. M. Siboga we always successfully used an ordinary lead weighing 12
kilogram, fitted with grease, occasionally also a light sliplead. As the indicator registers the
amount of rope out, the line should hang as nearly as possible vertical during the sounding.

With regard to the measures to be taken and the manoeuvring of the ship, the same
remarks apply as those given for the Le Blanc-machine, also to the keeping in repair of the
machine and wire. A loose wooden cover over the machine was found to be a great help to
its preservation.

Observations on the machine.

The small size Lucas-machine gave every satisfaction.

It was used both on board the ship and in the boats and was fixed to the end of a
board which facilitated its being placed in position where ever it was wanted. Its usual place
was on the starboardside of the bridge, the board being fastened to the railing and the machine
projecting as far overboard as would insure a vertical drop, well free of the ship.

A sounding of a hundred fathoms took about five minutes: 50 seconds for dropping the
lead and 4 minutes for hauling it in.

No other accidents occurred than once when the lead jammed and bent the plate-iron
lever, breaking the line. This mishap can be avoided by making the stray line no stronger
than is necessary to carry the lead safely and raise it from the ground.

It is also advisable to provide the handles on the shaft with setscrews as it happened
that one handle was lost by dropping off.

This machine can be highly recommended for hydrographic work as the sounding, both
at moderate and at great depth, is done more vertically and more accurately than with an
ordinary sounding line.

For ordinary navigation it is inferior to the Thompson-machine as it requires the ship
to be almost at rest during sounding.

For the vessels in the hydrographic service the small size Lucas machine is the
proper instrument for all soundings over 20 fathoms, for shallower depths the ordinary hand
lead is to be preferred as it can be thrown forward and does not require the same reduction
in speed as the automatic machine. If the depth is approximately known and not very great,

soundings can be made with the Lucas-machine at a moderate speed of ship by placing it in
a high posftion.

The lead is then carried well forward before it is dropped.

For regular and frequent use in tolerably great depths a position on the stern rail is
desirable, because as soon as the lead is off the ground speed can be got up and course
steered, thus saving a considerable time.

Carrying the lead forward must howëver then be dispensed with, unless the machine
stands far enough overboard so that there is no danger of the wire fouling the propellor.

For arrangement oj appliances on board II. M. Siboga sec Plate I — III.

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Sibo ga- Expeditie. II. Tydeman Ship and Appliances.

///.

Dredging and sounding Apparatus of H.M. „Siboga''

A

Accumulator.

B.

Swinging boom.

C

Dredge-rope.

F

Bitt.

H

Iron toprope.

K

Steamcapstan.

M

Frictional stopper.

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Regulator of electromotor.

R.

1 i Blanc sounding machine.

S.

Lucas sounding machine.

T

Platform.

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V.

Reel.

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Leather belt.

X.

Brai ketplate.

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Sounding wire.

V'.

Stray-line.

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Sounder with weights.

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Steel block.

d.

Steel !>lock with leading ring

U$3Xj$ï EgjSJsj C^J OKT C^Qïy T/£j [J^J :7:. i '■"''..

RÉSULTATS DES EXPLORATIONS
ZOOLOGIQUES, BOTANIQUES, OCÉANOGRAPHIQUES ET GÉOLOGIQUES

EHTUEPEI9ES AUX
INDES NÉERLANDAISES ORIENTALES en 1899 1900,

a bord du SIBOGA

SOUS LE COMMANDEMENT DE

G. F. TYDEMAN

PUBLIÉS PAR
MAX WEBER

Chef de 1'expédition.

»L
#11.
III.

IV.

V.

VI.

VII.

VIII.

IX.

X.

XI.

XII.

XIII.

xrv'.

XV.

XVI.

XVII.

XVIII.

XIX.

xx.

XXI.
XXII.

XXIII.

XXI v«.

XXIV4.

XXV.

XXVI.

XXVII.

XXVIII.

XXIX.

XXX.

XXXI.

XXXII«.

XXXIIA.

xxxni.

XXXI V.

XXXV.

XXXVI.

XXXVII.

XXXVIII.

XXXIX.

XL.

XLI.

XLII.

XLIII.

«XLIV.

XLV.

XLVI.

XLVII.

XLVIII.

XLIX.

L.

LI.

Lil.

lui.

LIV.

LV.

LVI

LV1I

LVIII.

LIX.

*LX.

LXI.

LXII.

LXIII.

LXIV.

LXV.

Introduction et description de 1'expédition, Max Weber.
Le bateau et suu équipement scienlifique, G. I'. Tydemau
Résultats hydrographiques, G. F. Tydemau.
Fonimiuifera.
Radiolaria.

Porifera, G. C. J. Vosmaer et J. H. Ver n hu ut.
Hydropolypi, Ch. Julin.
Hydrocoralliuae, S. J. Hickson.
Siphonophora, M'lés Leus et van Riemsdijk.
Hydromedusae, O. Maas.
Scypbomedusae, O Maas.
Ctènophora, M"« F. Moser.
Gorgonidae, Alcyouidae, J. Versluys.
Pennatulidae, S. J. Hickson.
Actiniaria, P. Mc Murrich.
Madreporavia, A. Alcock et L. Döderlein.
Autinatharia, P. N. van Kampen.
Turbellaria, L. von Gr aft et R. R. von Stummer.
Cestodes, J. W. Speugel.
Nematodes, A. A. W. Hub recht,
rhaetognatha, G. H. Fowler.
Nemertini, A. A. W. Hub recht.
Myzostomidae, R. R. vou Stummer.
Polychaeta errantia, R. Horst.

Polychaeta sedentaria, M. Caullcry et F. Mes n il.
Gep'hyrea, C. Ph. S 1 u i t e r.
Enteropueusta, J. W. Spengel.
Brachiopoda, J. F. vau Bemmelen.
Bryozoa, S. F. H armer.
Copepoda, A. Scott.
Ostracoda, G. "W. Muller.
Cirrhipedia, P. P. C. Hoek.
Isopoda, H. J. Hansen.
Kpicaridae, J. Bon nier.
Amphipoda, J. Bonnier.
Caprellidae, P. May er.
Stomatopoda, H. J. Hansen.
Leptostraca, H. J. Hansen.
Scbizopoda, H. J. Hansen.
Sergestidae, H. J. Hansen.
Decapoda, J. G. de Mau.
Pantopoda, J. C. C. Loman.
Halobatidae, J. Th. Oudemaus.
Crinoidea, L. Döderlein p p.
Echinoidea, J. C. H. de Meyere.
Holothurioidea, C. Pb. Sluiter.
Ophiuroidea, R. Kohier.
Asteroidea, L. Döderlein.
Solenogastres, H. F. Nierstrasz.
Chitonidae, H. F. Nierstrasz.
Prosobranchia, M. M. Schepman.
Opisthobrauchia, R. Bergh.
Heteropoda, J. J. Tesch.
Pteropoda, J. J. Tesch.

Lamellibranchiata. P. Pelseneer et Ph. Dautzenberg
Scapbopoda.

Cephalopoda, L. J o u b i n.
. Tunicata, ('. Ph. Sluiter.
;, Pisces, Max Weber.
Cetacea, Max Weber.
Liste des algues, M»i« A. Weber.
Halimeda, MUe E. S. Barton.
Melobesieae, Mme A. Weber et M. F o si ie.
Dinoflagellata. Coccosphaeridae, J. P. Lotsy.
Diatomaceae, J. P. Lotsy.
Deposita marina, O. B. Böggild.
Résultats géologiques, A. Wichmann.

Siboga-Expeditie

EESCRIPTION OF TEE SHIP

AND

G

BY

G. F. TYDEMAN

With 3 plates and illustrations

Monographie II of:

UITKOMSTEN OP ZOOLOGISCH,
BOTANISCH, OCEANOGRAPHISCH EN GEOLOGISCH GEBIED

verzameld in Neder landsch Oost-Indië 1899 — 1900

aan boord H. M. Siboga onder commando van
Luitenant ter zee ie ld. G. F TYDEMAN

. ■

UITGEGEVEN DOOR

Dr. MAX WEBER

Prof. in Amsterdam, Leider der Expeditie

(met medewerking van de Maatschappij ter bevordering van het Natuurkundig
onderzoek der Nederlandsche Koloniën)

BOEKHANDEL EN DRUKKERIJ
E. J. JBRILL

LEIDEN

Publié Avril 1902

* Les numéros avec uu astérique ont déja paru.

Voor de uitgave van de resultaten der Siboga-Expeditie hebben
bijdragen beschikbaar gesteld:

De Maatschappij ter bevordering van het Natuurkundig Onderzoek der Nederlandschc
Koloniën.

Het Ministerie van Koloniën.

Het Ministerie van Binnenlandsche Zaken.

Het Koninklijk Zoologisch Genootschap » Natura Artis Magistra" te Amsterdam.

De »Oostersche Handel en Reederij" te Amsterdam.

De Heer B. H. de Waal, Consul-Generaal der Nederlanden te Kaapstad.

CONDITIONS GÉNÉRALES DE VENTE.

i°. L'ouvrage du „Siboga" se composera d'une série de monographies.

2°. Ces monographies paraitront au fur et a mesure qu'elles seront prêtes.

3°. Le prix de chaque monographie sera différent, mais nous avons adopté comme base générale du prix de
vente: pour une feuille d'impression sans fig. flor. 0.15; pour une feuille avec fig. flor. 0.20 a 0.25;
pour une planche noire flor. 0.25 ; pour une planche coloriée flor. 0.40.

40. Il y aura deux modes de souscription :

a. La souscription a l'ouvrage complet.

b. La souscription a des monographies séparées en nombre restreint.
Dans ce dernier cas, le prix des monographies sera majoré de 25 n/0-

5°. L'ouvrage sera réuni en volumes avec titres et index. Les souscripteurs a l'ouvrage complet recevront
ces titres et index, au fur et a mesure que chaque volume sera complet.

Déja paru:

le Livraison. (Monographie XLIV) c. Ph. Sluiter, Die Holotlmrien der Siboga-
Expedition. Mit 10 Taf. / 7.50

Pour les souscripteurs a l'ouvrage complet. ,, 6. —

2e Livraison. (Monographie LX) e. s. Barton, The genus Halimeda. With
4 plates f 2.40

Pour les souscripteurs a l'ouvrage complet. ,, 1.80

3e Livraison. (Monographie I) niax Weber, Introduction et description de
1'expedition. Avec Liste des Stations et 2 Gartes. . . ... . f %. —

Pour les souscripteurs a Fourreii/e complet. „ 6.75

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