It was 20 dial.
High up in the air and swiftly sped the Orion.
At the bow rail stood Junius Cobb and Hugh. Each was silent, his
thoughts far away; the one in the present, and the other in a former,
period of the world's time. How their thoughts contrasted! Hugh,
bright in his hopes for the future, meditated on the renown and glory
that would attach to them all should their great undertaking prove
successful. And then, was she not now informed of his mission? and was
she not watching and praying for his safe return?
Ah! was he not to be envied?
But the other--Junius--how ran his thoughts? Back, back years before,
he was wandering, among old scenes and old friends so dear to his
heart. His head bowed upon his arm, he gave no heed to his friend's
presence.
On, on they sped; the whir of the propeller alone breaking the awful
silence that surrounded them. The night advanced; the darkness came
upon them.
"Are you not too cold, Junius?" asked Hugh, after watching for a moment
his companion, and noticing a slight tremor of his form.
The words, though lowly spoken, fell upon the ear of the other as if a
voice from the unknown world had shouted out his doom; so still was
all about them that a whisper even seemed to vibrate back until it had
swelled into a harsh, discordant cry.
With a quick, shaking movement, Cobb raised his head, and turned toward
the speaker: "What is it, Hugh? you spoke to me, did you not?"
"Yes; I asked if you were not cold. For ten minutes have we stood here
in this freezing temperature, each busy with his own thoughts."
"Yes; I am cold," came the reply. "And, cold as my body may be, my
dear friend, my heart is colder. I would that I could shake off these
depressing feelings, but my mind will wander. Even now I thought how
easily, how swiftly, and painlessly man could from this air-ship
terminate a distasteful and annoying existence. Yes," looking into the
other's eyes, "yes, one has but to throw himself over this rail, and
life passes from him without a pang."
"And do you call that a painless death, being crushed upon the earth
below into a shapeless mass?" asked Hugh, with a shudder, glancing over
the rail.
"Yes, Hugh. Death from falling from a great height is perfectly
painless. Let me explain it," warming to the subject, and losing some
of his melancholy in the prospective discussion of a scientific theme.
"Let me tell you why such is the case. We are now 10,000 feet above the
ocean, are we not?"
"So I read the barometer, a quarter of an hour ago," answered Hugh.
"Well, no matter; let us assume that we are at that elevation. Now,
what would be our velocity falling from this point upon reaching the
surface of the earth below?"
"Really, I could not answer that question without working it out," the
other returned.
"Well, it would be just 802 feet per second," said Cobb. "And that
velocity at 500, 1,000 and 5,000 feet below us would be 179, 253, and
567 feet, respectively, per second. A human being falling is, for an
instant, convulsed by a terrible, awful feeling; not a feeling of pain,
but rather a feeling of apprehension. This fear, this apprehension, is
but momentary, I say; it lasts during the first second of the descent
only, or for a distance of about sixteen feet. After this first second
the senses become confused, circulation of the blood is retarded, a
feeling of rest, a sense of pleasure, pervades the whole soul. This
state of ecstasy, which it should really be called, increases as the
velocity of descent is accelerated, until the mind can no longer enjoy
the delightful sensation, but loses all knowledge, all thought, all
feeling, and insensibility ensues. This condition of the senses is
produced when the velocity of the body has attained a rate of 400 feet
a second, or at the fourteenth second of descent--about 2,480 feet
below the point of starting. The cause of this is, that the lungs no
longer perform their function; they fail to take in the quantity of
air, and consequently the oxygen necessary to fully renovate the
blood. The velocity being so great, the air is pushed aside by the
falling body, and fails to surround that portion of the body not
directly in the line of descent, with air at the normal pressure. The
air supply being thus diminished, the blood leaps through the veins,
rushes to the brain, and the mind knows no more. A human body of 175
pounds weight falling from this height--10,000 feet--would reach the
earth at the end of the twenty-fifth second, and would have, at that
moment, a velocity of 802 feet per second."
"There would not be much resemblance to a human being left," ejaculated
Hugh, intently interested, and looking over the rail as if he already
saw the body falling toward the earth. "No." Cobb shook his head in a
decided manner. "No; I should say not. The body would strike the earth
with a force of 146,000 foot pounds per second, and would become but
a shapeless, pulpy mass." He ceased speaking a moment, as if lost in
thought, then quickly added: "But enough of this subject. Let us take a
turn on the forward deck, and then retire to the cabin."
The two men moved forward, and crossed to the starboard side of the
Orion. Here the air was a trifle warmer, or, rather, the wind caused
by their forward movement was less strong and piercing. The great
perpendicular rudders of the vessel were inclined two degrees to the
left to overcome the northern currents, which came strong and cold.
It was now 21 dial, and the earth below seemed covered by a black
pall. Around them were silence and darkness. No moon was visible,
and the gloom below was only relieved by the beautiful sky, with its
thousands of twinkling stars above them.
Stopping at the rocket box, just to the right of the rudder chains,
Cobb laid his hand upon the rail, and gazed fixedly into the depths
below; and then, raising his eyes toward the horizon, he pointed his
finger forward, and exclaimed: "Hugh, what are those bright lights away
off in the ocean, and this one, almost under us?"
Hugh looked in the direction indicated, and also leaned over the rail,
and noted a beautiful, brilliant light almost underneath the Orion.
Hesitating a moment, he cried:
"Why, Junius, those are the Atlantic stations. We can see
one--two--three of them. Yes, I am sure; and there is one behind
us," pointing to a light directly in their rear. "Yes, they are
the stations. That one behind us must be the first one, and this
underneath, the second, from Newfoundland; that would agree with our
position, which, I take it, is about a hundred miles east of the land."
"Atlantic stations! Do you mean that these lights are on stationary
vessels in the ocean?" asked Cobb, intently gazing at the bright lights.
"Yes; those are ocean stations for the relief of distressed vessels
and shipwrecked people. You see the lights; this one under us, and the
one toward the west, and those two to the east. Ah! there is another!
see it? away down on the horizon. That makes five. By Jove! I doubt if
ever before five of these lights have been seen at the same time by one
person!" with a pleased expression on his face.
Cobb viewed for a moment the brilliant light, which was apparently
gently swaying to right and left just beneath him, and then his eyes
passed along the line made by the others. The second light was quite
bright also, but the third seemed faint. The fourth light appeared as
a star lying just on the edge of the ocean. Indeed, were it not for
the fact that the Orion lay exactly in the line of the stations, and
for the further fact that no stars were visible so low down toward the
horizon, the light might not have been noticed at all.
"How far apart are these stations?" he asked.
"They are placed at intervals of fifty miles," returned the other.
"Then, that light away down near the horizon is nearly 150 miles from
us?"
"Yes."
"And our elevation now is 10,000 feet, you say?"
"So I observed it, as I told you, some fifteen or twenty minutes ago."
Then, after a moment's silence, Cobb exclaimed: "We are rising. We
cannot be less than 12,500 feet above the ocean."
"How do you make that out, Junius?" asked Hugh. "I don't think we have
ascended 2,500 feet since my last observation."
"It is easily answered," said the other. "The curvature of the earth
and the refraction of light necessitate an elevation of 1,430 feet for
one to see an object on the surface at a distance of fifty miles. To
see this light, distant 150 miles, our altitude must be at least 11,500
feet."
"Yes?"
"Yes. Let us go inside, and see if I am not correct, and then I want
you to tell me about these stations," touching the other on the arm,
and then moving aft.
Once in the cabin, the barometer was consulted, and found to read 19.29
inches, or an elevation of 11,581 feet. Cobb again asked his friend to
enlighten him concerning this new invention, the lights of which he had
seen twinkling and scintillating away toward the east.
"I cannot tell you much, Junius, for I am not well posted on the
subject. These transatlantic life-stations are set on a line extending
from St. John's, Newfoundland, to Land's End, England, or nearly on the
fiftieth parallel of north latitude. Perhaps there may be something
relating to the subject among the books in the chart-room. Excuse me
but a moment, and I will look." Saying which, he arose and passed out
to the pilot's house. A moment later he returned, bearing a pamphlet in
his hand.
"Here we are, my boy," he exclaimed, as he shut the door behind him.
"Here's quite a history of these stations. I found it among the
nautical almanacs and charts in the pilot's room."
Opening the first page, Hugh displayed three wood-cuts of one of the
transatlantic life-stations. The first cut showed the station in its
normal position upon the surface of the ocean; the second showed it
partially submerged, during a storm, and the third gave a cross-section
of its interior. Handing the book to Cobb, he said: "You can read it
yourself, for everything is explained therein, I think." The other took
the pamphlet, and settling himself back in his chair, read of this
wonderful adjunct to a safe traveling of the great Atlantic highway to
Europe.
[Illustration]
There were, across the Atlantic Ocean, from Newfoundland to England,
thirty-eight marine life-saving stations. These stations were, in all
respects, similar; a full description of one answered for all. In
the pamphlet which Cobb read, were given the details of Station No.
14, situated in longitude 37 degrees 5 minutes west, and latitude 49
degrees 50 minutes north. He read:
"HISTORY OF THE TRANSATLANTIC LIFE-SAVING SERVICE.
"In 1923 a joint commission of Great Britain, France and the United
States, met in the city of Washington for the purpose of devising
some means toward making travel across the Atlantic Ocean more
safe and sure than was possible under the circumstances at the
time. Vessels of the finest description and of great tonnage were
traversing a well-known route continuously. Accidents had occurred,
which it seemed could not have been prevented, whereby a great
number of lives had been sacrificed and vast property lost.
"Great factors in the calling together of this commission were a
series of terrible accidents in the years 1919, 1920, and in the
fall of 1922.
"On the 15th of July, 1919, at 23 dial, or as they then reckoned
time, 11 o'clock P. M., the City of New York was struck by
lightning, in latitude 49 degrees 10 minutes, and longitude 31
degrees 14 minutes. Despite the endeavors of a well-trained crew
and every facility for extinguishing fire, the vessel burned and
sunk; 2,167 souls who were aboard of her at the time took to the
boats. Of this number 914 only were rescued, or ever heard of.
Those who were rescued had sailed over 450 miles before being
picked up. The supposition is that the distance from land was too
great for them to overcome with the limited amount of water and
food aboard the boats, and had land, or some station, been within
reasonable distance from the scene of the accident, all would have
been saved.
"A most peculiar case was that of the City of Providence in 1920.
This vessel was one of the finest of the American transatlantic
passenger steamers, 600 feet in length, with a tonnage of 16,000.
She left the Mersey on October 7 of that year, with 3,465 souls
on board. On the morning of the 9th, at 4:12 dial, a terrible
accident occurred; two of the thirty-six boilers burst, the
concussion causing nine more to explode. The vessel was torn
almost asunder, her bulkheads broken, and the water poured into
the ship. Her engines were wrecked, and the engine-room flooded. A
vessel of ordinary construction would have sunk immediately, but
the Providence, having every improvement, and a great number of
water-tight compartments, continued to float. Torn and broken, she
lay upon the ocean perfectly helpless.
"The strange but sad continuation of this disaster follows:
"The City of Providence, making the trip across the ocean, as she
usually did, in four days, carried provisions for but eight days.
After the explosion the ship drifted at the mercy of the currents
and wind.
"It was four weeks after the disaster when she was found by vessels
sent out to look for her, in latitude 44 degrees 12 minutes, and
longitude 31 degrees 16 minutes. Seven boats' crews had left her
to seek aid; her passengers had been cut down to rations, and
finally every vestige of food had been consumed, and starvation
and thirst commenced their deadly work. Out of that host of people
on the Providence when she sailed, only fifty-four lived to tell
of the terrible disaster. Four of the boats were never heard from,
and only twenty-seven persons were found alive on the ship. During
all these weeks that the Providence drifted about, she twice
crossed the line upon which the life-stations are now situated.
Had these stations then been in existence, every soul on board
of the ill-fated vessel would probably have been saved. How it
could be that a vessel of the Providence's size could have escaped
the notice of the hundreds of ships passing in that latitude is a
problem none can solve; that she did, is a fact, for no report of
her was ever made until she was sighted by the relief vessel sent
out to search for her.
* * * * *
"These terrible disasters, taken in consideration with the great
advantages which would accrue were there stations at intervals
across the ocean, led to the creation of the commission.
"The commission met on the 19th day of June, 1923, and made
proposals for plans for these stations. On the 11th of December of
that year the commission selected, from the plans submitted, those
of Mr. Cyril Louis, of California.
"These plans were for a huge cylindrical vessel, sitting upright
in the water, and surmounted by a tower one hundred feet above the
water line. The vessel proper was a cylinder; its base, a plane;
its top, the frustum of a cone, surmounted by a tower upon a tower.
The cylinder was eighty-three feet in length to the water line,
the cone nine feet high, the first tower fifty one feet above the
frustum of the cone, and the second tower forty feet above this.
The cylinder was made of boiler iron in three layers of one-inch
plates, and covered on the outside with aluminum plates a quarter
of an inch thick; the diameter was thirty feet, and the vessel was
divided into eight stories by floors of one-inch steel. The first,
or lower, and second chambers were fourteen feet high; the next
twelve; the four following, ten; while the top chamber, under the
cone, was twelve feet to the frustum. All of these chambers, except
the first, were divided into water-tight compartments by steel
bulkheads. The second chamber had eight compartments; the third,
two; the fourth, fifth and sixth, four; the seventh and eighth
two. The first, or main tower extended down through the cylinder
to the top of the third chamber, and was eight feet in diameter.
It was necessary to pass through this tube to gain entrance to
any of the floors. Access to the different compartments of each
floor was by means of doors closing water-tight. The chambers were
for use as follows: the first contained 10,000 cubic feet of fine
sand--1,300,000 pounds--or so much of it as was needed to bring the
surface of the water to within three feet of the cone. This chamber
was peculiarly constructed; water-holes permitted free access to
the surrounding water, causing the sand to be saturated. Ten capped
openings in the bottom were manipulated from the engine-room and
office, and by means of which any amount of sand could be quickly
dropped from the chamber into the ocean, thus decreasing the weight
and increasing the buoyancy.
"The second chamber was the water-chamber, and was divided into
eight separate compartments. Water could be admitted into any one,
or all, by suitable levers worked in the engine-room. Pipes from
each compartment were connected to the pumps in the engine-room,
thus permitting of the compartment being quickly emptied of its
water. The capacity of the eight compartments was 10,000 cubic
feet, or 64,000 pounds of water.
"The third chamber was the engine-room. Here was all of the
machinery used in operating the station: The main engines for the
pumps (pipes from which ran to every compartment in the cylinder),
for the fans for circulating fresh air; dynamos for electric
lighting, pumps of the condensers, and, last, the three propellers,
which were situated on the outside, on a level with the engine-room
floor--two at 180 degrees apart, their faces parallel to the
diameter of the cylinder, and the other at right angles to them and
ninety degrees from either. These propellers were used to prevent
any rotary motion of the cylinder.
"Until lipthalite had been discovered--and it is now
used--petroleum was the fuel for these engines, the vapors escaping
through a tube extending to near the top of the first tower. Within
the engine-room was a set of dials and bells which would give
instant warning of the entrance of water into any compartment,
tubes and telephones to all parts of the vessel; dials for
pressure, submergence, state of electricity; levers for opening
sand and water ports, etc. The fourth and fifth chambers were for
stores and material.
"The sixth contained the kitchen, mess, etc.
"The seventh was the dormitory, while the eighth was the officers'
cabin and office. Natural light was admitted into the last two
chambers through bull's-eyes.
"The office was provided with every instrument necessary in
operating the station, and from it the sand and water ports could
be opened.
"The first tower was eight feet in diameter, tapering to five feet
at the top, and fifty-one feet high. It was made of two-inch steel
rings, six feet wide, firmly riveted together, the whole covered by
aluminum plates.
"The entrance to the vessel was through the tower, at the top of
the frustum. A spiral stairway led to a port at the top, through
which the upper balcony was reached. Bull's-eyes admitted light to
the interior during the day.
"The upper tower was forty feet high in the clear, setting down
fifteen feet in the first tower, and was twenty inches in diameter,
of one-inch cast steel. The interior of this tower was divided
into a central pipe of ten inches diameter, surrounded by four
pipes in the quadrants of its area. The central pipe was used for
raising the electric lamp, of 25,000 candle power; the other pipes
were, two for the engines, to carry off the vapors, etc., one for
receiving fresh air into the vessel, and the other for carrying off
the vitiated air.
"Upon the side of the cone was a complete life raft, provisioned
and ready for instant use, and so fastened that it could be
launched at a moment's notice.
"The station was anchored by a three-inch cable, pivoted at both
ends to prevent twisting. In the center of the cable were electric
wires terminating at the bottom of the ocean in a large coil. This
coil was laid upon one of the old Atlantic cables which had been
abandoned after the invention of the sympathetic telegraph.
"In the office were a set of instruments, and communication was by
induction to the cable below, and thence to each end and to each
station.
"The normal submergence of the vessel was to within three feet of
the cone. The exceptional, or rough weather, submergence was to
within two feet of the top of the tower.
"The weights were as follows:
Pounds.
Shell of vessel 1,200,000
Cone 106,000
First tower 163,000
Second tower 12,000
Seven floors 176,000
Bulkheads 100,000
Bracing and iron-work 100,000
Engines and machinery 200,000
Stores for 100 persons (six months) 75,000
Stores for vessels 50,000
Cable 260,000
---------
Total weights 2,442,000
"The normal displacement of the vessel was 57,225 cubic feet, or
3,664,000 pounds. This displacement, less the weights, gave an
excess of 1,200,000 pounds, which was compensated for by the sand
in the sand-chamber--the capacity of that chamber being 1,300,000
pounds.
"During stormy and rough weather, to decrease the pressure of the
winds and waves upon the towers, and to increase the stability of
the vessel, water could be admitted into the water-chambers, and
the vessel would sink until the water line was within two feet of
the top of the first tower, for the displacements to be overcome
were:
Pounds.
Three feet of the shell 135,000
Cone 180,000
First tower 149,000
-------
Total 464,000
"The capacity of the water-chamber being 677,000 pounds, there
was a large excess over this displacement; this excess was to
compensate for loss of weight by stores being used, taken out, etc.
* * * * *
"The station carries a flag at its peak, by day, with its station
number thereon; at night it shows a 25,000 candle-power light; its
interior, also, is lighted by electricity.
* * * * *
"The plans of Mr. Louis were accepted, and in less than three years
a line of thirty-eight stations were placed across the Atlantic
Ocean.
* * * * *
"It was agreed between the nations that each should contribute a
third of the cost ($12,000,000), and that salvage for person and
property, at a fixed and just rate, should be demanded from every
nation whose flag may be succored by one of these stations; and
further, that should war intervene between any of the nations
contracting, the line of stations should remain unmolested, and
should not be used for purposes of war."
Cobb dropped the pamphlet by his side, and pondered over the great
invention of which he had just read, and which he had seen.
"And have no accidents ever happened to these stations from ice-floes,
collisions, or faulty construction?" he finally asked, turning toward
Hugh.
"I believe there has been but one noteworthy accident," the other
returned. "An immense ice-floe caused Station No. 5 to slip her cable,
and run away--an easy matter for her, as her propellers give her a
speed of about five miles an hour. Of course her cable was lost; but
she was saved, and was picked up and reset by the lipthalener which
continuously plies along the line."
It was now nearly 23 dial, and Cobb arose, and consulted the speed dial
of the Orion.
"Hugh," he said, "please have the course changed to due north; we are
nearly on the fortieth meridian, and should now make direct for Cape
Farewell."
The other passed up to the pilot's house.