[13] In February and April 1913 the diesel engines of the boat were tested under supervision of Dutch naval technicians, while representatives of the Imperial German Navy also attended.

[17][18] The construction of the submarine was supervised by Luitenant ter zee der 1ste klasse G. L. Schorer, who was also appointed as the first commander of the K I.

[24] The relative small difference in surfaced and submerged displacement of the K I had as effect that the buoyancy of the boat was considered low when it came to prolonged use in the open sea.

[14] The two 8-cylinder two-stroke MAN diesel engines could drive the two screws of the K I to a maximum surface speed of 17 knots.

[24] Besides the two diesel engines, the submarine also had two electric motors that each could produce 157 bhp and a 130 cells battery with a capacity of 3101 Ah.

[24] In order to parry the tropical heat for the vulnerable batteries, she had a large cooling system on board.

[6] The inside of the K I was not divided into multiple pressure-resistant compartments; only the engine room had a bulkhead which separated it from the rest of boat.

[13] Between 1923 and 1924 the K I got equipped with a new electrically moved aft periscope, new outside muffler flap charges with exhaust pipes to below the waterline and a new William Janney steering pump.

[4] The route they took paused at The Downs, Vigo, Malta, the Suez Canal, Aden and Colombo arriving at Sabang on 6 November 1916.

[29] After arriving in Sabang, Dutch East Indies, the K I became the first, and at the time, only submarine in Southeast Asia.