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THE POWER PLANT 119
lurgy. A new metal must be developed, one having
properties of greater tensile strength, little distortion
from excessive heat, and still be no heavier than iron,
before the Diesel engine can be successfully adapted to
the needs of a submarine boat.
I do not mean to decry the Diesel engine as a type,
for it has proven to be an ideal form of prime mover in
stationary practice and has met with considerable suc-
cess in ordinary marine practice, but in both of these
cases the conditions encountered are as dissimilar to
those encountered in a submarine as can be.
The ideal submarine engine must be a high speed pow-
erful machine of comparatively light weight, simple and
accessible in construction, and above all reliable. The
proper solution of the Diesel engine for reliability and
accessibility will permit neither high speed nor light
weight to enter into its characteristics, unless its ex-
tremely high pressures and temperatures are first con-
siderably lowered. It is quite possible that this might
be effected to some extent, but there seems to be no con-
certed effort in this direction. Simplicity however, is a
quality which is highly improbable will ever be reached
in this type of engine on account of its numerous trouble-
some auxiliaries.
In the E and the F class boats light four stroke cycle
Diesel engines were installed, but have never given sat-
isfaction. Primarily the cause of the trouble with the
engines of the E boats is the inadequacy of their construc-
tion. Attempting to keep the weight of these engines
down to within certain limitations, they were constructed
of built-up sections of plates and angles riveted together.
The result of this manner of construction might well have