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CHAPTER 5CHARLES DE LAMBERT BRILLIANT INVENTOR, UNFORTUNATE INDUSTRIALIST Charles de Lambert is a brilliant inventor as well and we owe the ‘hovercraft’ to his work. From 1885, hardly 20 years old, he fully devotes himself to that which he calls in the beginning ‘planing boats’, thereupon ‘seaplanes’and finally, as described in dictionaries, ‘hydroplanes’ the definition of which reads: ‘vessel with airscrew and little draught to glide over shallow streams of water’. The first hydroplane of Charles de Lambert is ‘composed of a wooden framework lying on four barrels which serve as floaters and of wooden inclined planes. A man can stand on it’. For sure a text deriving from the pen of the inventor. He tries it out on the Seine by means of a winch and later in 1897 in England on the Thames where traction is provided by… a galloping horse on the riverbank. When the horse is at full gallop the boat, thanks to its inclined cambers, is gliding on the surface of the water which does not offer any resistance. Then the bottom of the floating barrels is 20 centimetres above the surface of the water. In England he cooperates with an English inventor Horatio Frederick Phillips (1845-1926) who has just manufactured a multi winged aeroplane. Later on we find Phillips again in Paris as chief in the plants of de Lambert. As the first trials with a gliding boat have assured him he has the problem under control, he goes on with his job and in 1897-1898 he made experiments with a second machine. The first self propelled hydroplane – as the article ‘Le Marquis de Lambert Constructeur du premier hydroglisseur’ learns us – has been composed of two paddleboats connected as a catamaran by means of a frame of metal tubes. This frame carries on both sides paddles, four inclined planes with variable angle of attack with the surface of the water. A central platform carries, viewed from the rear, the pilot chair, a tubular steam-boiler burning fuel oil as well as a steam engine with two vertical cylinders built by Charles de Lambert in 1885. At 600 revolutions the motor produces 8 HP and at 800 RPM 10 HP and drives an underwater propeller. In 1895 – at an age of 30 years – during trials on the Seine near Saint-Cloud the hydroplane reaches a speed of 33 kilometers an hour.The surface of the eight inclined planes is about 5,60 m². Total weight of this hydroplane is about 300 kilos, pilot included. The propeller has a diameter of 45 centimetres and a propeller brace of 75 centimetres.   Fig. 5-1 In ‘Scientific American’ of February 23 1907 in the article ‘Recent Performances Of French Hydroplane Boats’ an important problem was described: ‘In the early days of the hydroplane, inventors were handicapped, since they had only the steam engine available for the purpose, and thus a heavy weight had to be lifted, a weight which was out of all proportion to the power which the motor would give’. One year later, in 1896, Charles de Lambert changed his own steam-engine (which of course was much too heavy in proportion to the power supplied) for a Gottlieb Daimler petrol-motor. Above-cited article in ‘l’Aérophile’ of August 1935 further reports on the first trials with a self propelled hydroplane again on the Thames with a speed of 38 km/h. On May 11 1904 de Lambert tested, on the small branch of the Seine in Puteaux, a new hydroplane for the propulsion of which he made use of a ‘De Dion-Bouton’ 2-clinder motor of 14 HP which with a weight of 800 kilogram (pilot inclusive) at 1.000 RPM reached a speed of 32 km/h. On May 19 1904 the magazine ‘LA VIE AU GRAND AIR’ writes on its front page that “Toutes les données nautiques sont bouleversées”, all nautical theories have been overthrown. The article also reports that Charles de Lambert, forever perfecting his discovery, constructed the first real hydroplane in 1906 which, propelled by an airscrew and equipped with the famous 45 horsepower ‘Antoinette’motor, reaches on water – fabulous for that era - the speed of 60 km/h. The regions of the port of Monaco are the theatre of the most important international meeting in the competition of aquatic sports with very fast motorboats in the period from 1904 until 1914. This test bench, unique in its kind, welcomes not only motorboats but also ‘gliders’ and even the first seaplanes. In 1907 the team of count de Lambert, strongly represented with several units, creates a sensation with his hydroplanes with air propeller which he navigates himself during the match. There Charles de Lambert wins the Coupe put up by the newspaper l’Auto. De Lambert also takes an interest in air navigation and, for the fun of it, in this period namely on October 28 1908 he had his first flying instruction in Le Mans. See Chapter 6 ASPECTS WITH THE AVIATION UP TO 1908 INCLUSIVE. On July 26 1913 with a hydroplane called ‘Flyer’ equipped with a Gnôme motor of 160 HP navigated by Paul Tissandier - in Triel-sur-Seine where, close to the pier of the old toll bridge on the left bank Charles de Lambert and Paul Tissandier are having a little Bessoneau shed to test their boats and to construct prototypes of seaplanes - the speed of 90 km/h on one kilometre was reached. However ‘Automobile Club de France Commission du Yachting Automobile’, cannot confirm the record because it is not a public test. In an article from the hand of P. James, Ingénieur civil des Mines in ‘l’Aérophile’ of September 1 1913 the hydroplane is commended and an ingenious detail is brought up: ‘every float has been filled with bags of kapoc. It is known kapoc can carry about 30 times of its own weight on water.’ Taking into account the ratio weight boat/kapoc ‘the vessel may have all floats punctured without sinking’. The magazine also writes about several French and foreign colonial personalities who ‘did not conceal their admiration’.  Fig. 5-2  Fig. 5-3 Finally in October 1913 with, again, his big friend Paul Tissandier - * 19/2/1881 Paris; † 11/3/1944 Paris (more details on him in Chapter 7 CHARLES DE LAMBERT THE PIONEER OF AVIATION) with a motor of 160 horsepower a world speed record on water of 98,600 kilometres an hour was set. In 1913 as well de Lambert opened an agency in Paris XVI, 9 rue François-Gérard. ‘Agent de vente’ (general sales agent) respectively ‘agent général’ is Maurice Bienaimé, in 1912 winner of the international worldwide contest for gas balloons the ‘Coupe Aéronautique Gordon Bennett’. At the same time he spreads his wings in Brazil, China, Colombia, England, the Commonwealth, Indo-China and Italy, all countries with often bad roads but an abundance of watercourses. Another competitor in the racing with motorboats in Monaco is the French industrialist Jacques P. Schneider, balloon- and airplane pilot with licence and for a long time, together with the above mentioned Maurice Bienaimé, holder of the altitude record with a balloon of 10.081 meters. In 1910, during a race, he met with a serious accident causing a multiple fracture in an arm. Flying airplanes is no longer possible for him but he still enjoys the hydroplane. Thus he made, with Lord Kitchener aboard, a cruise on the Nile from Cairo to Khartoum in 1914 in a ‘hydroplane de Lambert’.  Fig. 5-4  Fig. 5-6 In the same year, during the first world war, the authorities do the right thing by mobilizing Charles de Lambert and his business associate Paul Tissandier in order to supply the Allies with materials. De Lambert proposes the army an ‘auto-mitrailleuse’, a military armoured vehicle equipped with a machine-gun. These ‘warlike deeds’ make Charles de Lambert bearer of the War Cross 1914-1918.  Fig. 5-7 About 1915 business was done under the trade name Sté. des BATEAUX GLISSEURS de LAMBERT. In order to exploit his invention, ‘the automobile of the rivers’, Charles de Lambert started in 1918 the ‘Société anonyme des Hydroglisseurs de Lambert’ with a capital of 600.000 F’, with headquarters on Boulevard de la Seine 95 in Nanterre. There, on the bank of the Seine, his workshops have been established too. The company has been registered in the records of patents of the years 1920 until 1934 and in the records of local taxes of Nanterre from 1919 until 1934. It pays taxes for some thirty workmen.   Fig. 5-8 The nominal capital has been subdivided in 1.200 shares of 500 franc each. Four hundred of them have been paid up in full, the remaining 800 available to the public.  Fig. 5-9 According to number 5 of the articles of association the lifetime of the company has been fixed at 50 years reckoning from the day of its definite foundation.  Fig. 5-10 Moreover at 5, Avenue du Général-Détrie, Paris (7) an operating company existed under the name of Société d’exploitation DES HYDRO-GLISSEURS <<DE LAMBERT>>  Fig. 5-11 Characteristics of a hydroplane de Lambert on stationery ‘Société d’exploitation DES HYDRO-GLISSEURS << DE LAMBERT >>  Fig. 5-12 Among the relations of Charles de Lambert is the Compagnie Universelle du Canal Maritime de Suez in Paris. As for inspection on the Suez Canal faster machines are desirable on July 9 1914 its Comité de Direction decided to order a four-seater hydroplane “De Lambert” of the type Limousine. At the beginning of November 1915 the company informed that installation of either a cannon of 37 mm or of a machine-gun is possible. Evidently execution of the order has gone smoothly because for the total amount of about 77.000 French francs another hydroplane was supplied at the beginning of October 1920. Beforehand negotiating on the purchase price is (of course) also part of the game. See the letter of April 3 1920 for the attention of the Service Technique.    Fig. 5-13 Translation: ‘Dear Sirs. I have been informed of your telephone call and your request for reduction of the price of the closed cabin instead of the eight seat cabin, which you have ordered with us with hydroplane type XI. Much to my regret it is absolutely impossible for me to grant you another decrease because we have reached the limits of the concessions. This new cabin is very expensive for us because we have undertaken to indemnify the manufacturer for the first cabin which is almost ready. Moreover we would like to draw your attention to the fact that we already have made a very big sacrifice by not asking you for an increase of the selling price of our machine as all our suppliers are doing on the goods ordered even a year ago. Underneath you will find a review of the actual prices in comparison with those on the moment of our order: Increase of the chains: 82% ball-bearings 60% duraluminium, brass 40% Wages 40 at 50% Petrol worth 1Fr25 a litre during the month of May costs at present 2Fr03. The price of oil has increased from 160 frs to 346 frs. Price increase on the goods made to measure by the coppersmiths: 100% You are to realize, viewing the summary on the increases I am giving you, the loss we are suffering and, in case we would agree to make this offer, it is because we want to absolutely meet our obligations and to supply to Cie Universelle du Canal de Suez the promised machine, but we cannot do more. We hope you are willing to consider the moderation of our prices and in this case to confirm us your order on the closed cabin at the latest price sent. Yours sincerely, One of the Managers-Proxies, was signed. Paul Tissandier’ In any case the relation with the Compagnie Universelle du Canal Maritime de Suez , as appears from records, has lasted up to July 1931 inclusive. It is true the document concerned is an approval for déclassement (declaration of uselessness) of hydroglisseur de Lambert Nº 122… In next ‘HL’ “commercial catalogue”, probably from 1920, we are enthusiastically reading that “A new industry was born”.         Fig. 5-15 Translation: ‘HISTORY Before making big machines, Mr. Count Ch. de LAMBERT took long and extremely careful laboratory-tests, enabling him to determine the first principles and the theory itself of the hydroplanes. The first hydroplane in the world which was in action, manoeuvred on the Thames in 1897. It had a steam engine of 8 HP and weighed 600 English pound; the speed attained was 33 kilometers an hour. In 1904, Count de LAMBERT constructed another one equipped with a 12 HP de Dion-Bouton, which realized the speed of 36 kilometres an hour. In this era, this speed seemed enormous and the experiments found great acclaim. photo: Hydroplane de Lambert, motor de Dion-Bouton 12 HP In 1906 Mr. de LAMBERT constructed the FIRST BOAT propelled by an airscrew, and reached with an Antoinette motor a speed of about 60 kilometres an hour. photo: Hydroplane de Lambert, motor Antoinette 45 HP Finally in 1913, Mr. P. TISSANDIER on a hydroplane equipped with a 160 HP, reached the officially clocked speed of 98 kilometers 600. So the practical possibility gliding on water was realized due to the patient trials of Mr. Count Ch. de LAMBERT several different phases of which we have just described briefly. A new industry was born. The always growing success of the Hydroplanes de LAMBERT is connected with the perseverance invested in the research of a robust and careful construction. Six years of daily experience have permitted to realize several types with a real remarkable theoretical and practical value. photo: 3 Hydroplanes de Lambert type “Mesopotamia” One can see on the photo that the machine rises above the surface of the water leaves no wave at all. photo: A Hydroplane, type XI, at 80 kilometres an hour, during its official delivery trials This Hydroplane equipped with a powerful electrical spotlight is destined to co-operate with the aviation in the Colonies. photo: Hydroplane de Lambert, type XI colonial, at standstill DESCRIPTION The Hydroplane de LAMBERT appears to be a raft and gives the impression of extreme stability and of a very great reliability. photo: Production of mechanical parts The hull has been constructed of wood and metal. The fuselage, crossbeams and spars made of American fir, pine from Oregon, ash, oak and teak. The material of the outer skin is of duraluminium, brass or steel. Each part of the hull has been subject to a very accurate study and the structure as a whole has a solidity superior to that of a car, which is constructed in a similar way. The deck has an area of 19m² on which all kinds of structures may be mounted, several models of which have been specially studied and constructed in view of the different applications of the HYDROPLANE. A railing allows passengers walking on deck, even at the highest speeds. The engine assembly is mounted at the rear to provide maximum visibility and can be easily removed entirely by means of eight rivets. In this way same HYDROPLANE photo: Production of hulls photo: Gluing on linen on the floats may use several types of engine and of different power. The propulsion is effected by means of a lacquered and screened airscrew, driven by a chain transmission of the system “ DE LAMBERT “. The steering is done by means of a steering wheel and a foot pedal serves as throttle. photo: Mounting of the motor groups A rev counter placed in front of the driver enables him to adjust the power of the motor. The draught which is 15 to 20 centimeters at rest, is practically nil at speed. This machine, perfectly designed, must quickly draw the attention of anybody interested in the use of waterways as for transportation and especially in the colonial world. photo: Mounting of the hulls photo: Mounting of the cabins EFFECTIVE USE Already in 1913 and 1914 numerous colonial authorities, amongst whom we allow ourselves to mention the Generals GALLIÉNI, BAILLOUD, MARCHAND, CORDONIER, BARATIER, the Governor Generals, Messrs SARRAULT, MERLIN, MERLAUD-PONTY, JONNARD, have honoured our Establishment with their visit, have been unanimous in declaring that the HYDROPLANES should be used to change life in the colonies by providing transport over the large rivers where, as consequence of low water levels and during long months, any other type of navigation seemed impossible. The men of action at the head of FRENCH AVIATION, who are honouring us with their confidence, have understood that the HYDROPLANE DE LAMBERT would be a valuable help for the Colonial Aviation, in those extensive areas totally deprived of roads, but on the contrary, wonderfully provided with streams and with rivers. Numerous HYDROPLANES DE LAMBERT are already providing excellent service on the waterways of our colonial territories. France, which during the war, earned the admiration of the World undertook to send special Missions to all countries, composed of the best of our officers, with the purpose to announce abroad the enormous progress made in all branches of the National Industry. Its Missions composed of our most brilliant aviators, which have visited Argentina, Indo-China and Siberia, have been provided with HYDROPLANES DE LAMBERT of different models. We do not doubt their success will be equal to that obtained earlier by those which have already used them. REFERENCES During the war the Aviation and the French Navy, the English Admiralty and Aviation, the American Aviation of the Navy, have made ample use of HYDROPLANES DE LAMBERT. The story of their operations does not belong in a commercial catalogue, and our clients will understand our discretion. However we believe we are to mention very especially the use of HYDROPLANES DE LAMBERT in Mesopotamia by the Ministry of War (Inland Water Transport) on the Tigris and on the Euphrates. Distances of 1.000 to 1.200 kilometres (for instance from Basra to Bagdad), which needed twelve days on the best roads, were covered accurately within 24 hours. For the rest we cite following appreciations from an official report: << The boats have made several and excellent journeys in the neighbourhood of Bagdad, during last winter. Often distances from Bagdad to Baïji (180 miles) have been covered in both direction in 5½ hours or 6 hours and with less consumption of oil and petrol than other boats over the same distances. From Bagdad to Kut-el-Amara six hours were needed and the boat returned the same day in the same time. At the same time I am to say the hydroplane did an excellent job on the Euphrates last year >> The big expedition of Mr Jacques Schneider who in 1914 on a HYDROPLANE DE LAMBERT, ascended the Nile from Cairo to Khartoum, at a speed of sixty kilometres an hour, tour de force narrated in the Vie au Grand Air of April 4 1914, and which found great response in Egypt, appeared not more than a simple exploration when it is compared with the daily services the HYDROPLANES DE LAMBERT are rendering in Mesopotamia. Photo: Two of the Hydroplanes de Lambert, type “Mesopotamia” Photo: Hydroplane de Lambert destined for mail services on the Tigris Photo: The Hydroplane de Lambert on the Nile’   Fig. 5-16 Still in 1929, he wants to appoint an agent in Belgium, with which he no doubt tries to open the African market and thereby hopes to correct his financial situation and to reorganize his business. Because, thanks to the talent of his maker, the invention offers perspectives to large powers eager for to colonial power. Besides extensive unexplored territories like Brazil, offer a source of considerable revenues for any industrial. Nevertheless and rather quickly, the successes of the hydroplanes are not sufficient to cover the expenses. Charles de Lambert, no longer in possession of his own parental heritage, has to, in the time he against his better judgment aspires to expand his firm, unceasingly look out for money. His friend Paul Tissandier has become his business associate, he seems to know more about doing business. In any case he is careful but it becomes evident his influence on the decisions of the marquis are of little importance only. His affection, his admiration for the inventor, must have been more intense than his sense of reality. In 1926, when bankruptcy threatens, he is prepared to lend Charles de Lambert 120.000 French francs, in order to purchase a terrain of more than 13.000 m² in Nanterre. By purchases effected in 1901, 1902, 1904 and 1912 Charles de Lambert is for the greater part owner of the island Ile Seguin situated in the Seine in Paris. On June 24 1919 he lets by contract his possessions for twenty nine years and nine months to Louis Renault against payment of an annual rent of 40.000 francs for each of the first four years, and 45.000 francs for each of the remaining years.  Fig. 5-18  Fig. 5-19 His advisers urge de Lambert to sell the island, but he sustains doggedly. Can’t he do without his ball-trap (clay-pigeon shooting) there? In the end he sells 83.158m² to Louis Renault for the price of 1.300.000 French francs on June 6 1923. In January-February 1910 and in February 1911 the island was flooded which causes Louis Renault to raise the level of the island with six meters of concrete. Hereafter demolition will be difficult. The plot in Nanterre - town where on March 21 1923 a fire reduced the work-shops of Charles de Lambert to ashes and the roof collapsed – is property of a certain Mrs Heudebert from Vésinet, who asks 100 French francs a square meter. De Lambert takes an option on it with money of Tissandier, cannot raise the funds for the purchase, after which it is count de Boisgelin who mediates, reselling to Charles de Lambert of his option, on the basis of 40 francs per square meter. Paul Tissandier has no longer a franc to help his friend who owes him a total of 210.000 French francs as principal and interest at a rate of 10% (actual bank rate at the time), but one credit company after the other refuses funds because of lack of surety such as mortgages already encumber the existing plants. The interest on the loan contracted with Tissandier is paid only in 1927. In 1931 the accumulated interest and principal sum owed by Charles de Lambert to his obliging partner amounted to 239.000 francs. In spite of the financial difficulties Charles de Lambert continues to build hydroplanes until 1931, so until his 65th . In this way about fifteen every time faster, bigger and more comfortable models are developed. The latest model laid down and sold, had a composed hull with resistance-reducing gaps and was equipped with a Renault motor of 450 HP. With forty persons on board it reached 80 km/h. Even on December 18 1974 Mrs Tissandier wrote to a French investigator: “I will not tell you on the troubles which resulted from this unfortunate co-operation”. Some bills of Paul Tissandier, written in pencil; rough drafts of increasingly more pressing letters which emphasize the financial needs of Tissandier, have been given by his widow to the historian. From this one can judge what must have been the torment of this man, forced to get back his own money, but also careful to keep the friendship, the undamaged admiration which he is entertaining for his elder one whose financial problems he knows. Their intimacy is such that Charles de Lambert is godfather of Anne-Marie Tissandier born in 1920. Paul Tissandier lacks the courage to trouble his debtor, until yet he decides to do so in a letter dated December 4 1928; a second time on March 1 1929, but rather appealing than summoning: “You would render me a real service if you would remit me a small payment on the rent you owe me.” From that moment they quarrel. For sure they correspond with de Lambert, not being conscious of having done anything wrong, writes in most affectionate terms. Then, little by little, notaries and businessmen take over the action. However one aspect remains striking: Paul Tissandier either due to lack of financial means to carry it through to the end, or in ultimate deference to a man of value, perhaps at last because he estimates the uselessness of this step, has never put in a legal claim to Charles de Lambert. Only on February 19 1941 (the sixtieth birthday of Paul Tissandier) Société Anonyme des Hydroglisseurs de Lambert is officially declared bankrupt. This after the occupying German forces had opened the safe of the company with bank Crédit Industriel de l’Ouest but in which nothing of interest is discovered. Unaware of the whereabouts of Charles de Lambert, the bankers once more contact Tissandier to…claim the salary of the locksmith and the cost of repair of the forced safe! “I remember,” Mrs Tissandier wrote on February 9 1941, “one day my husband told me he had received a letter of a notary public to inform him he had lost everything…”. |