The Largest Ship in the World-History of the _Great Eastern_-Why she was Built-Brunel and Scott Russell-Story of the Launch-Powerful Machinery Employed-Christened by Miss Hope-Failure to move her more than a few feet-A Sad Accident-Launching by inches-Afloat at last-Dimensions-Accommodations-The Grand Saloon-The Paddle-wheel and Screw Engines-First Sea Trip-Speed-In her first Gale-Serious Explosion on Board off Hastings-Proves a fine Sea-boat-Drowning of her Captain and others-First Transatlantic Voyage-Defects in Boilers and Machinery-Behaves splendidly in Mid-ocean-Grand Reception in New York-Subsequent Trips-Used as a Troop-ship to Canada-Carried out 2,600 Soldiers-An eventful Pa.s.senger Trip-Caught in a Cyclone Hurricane-Her Paddles almost wrenched away-Rudder Disabled-Boats Carried Away-Shifting of Heavy Cargo-The Leviathan a Gigantic Waif on the Ocean-Return to Cork.
Many competent authorities doubt whether the ships of the future will be so very much larger than the largest now in use, but it is one of those questions on which it is idle to theorise, and absurd to dogmatise. The greatest ship of this or any other age has not proved a success, except for some very special purposes for which no other vessel would have proved available. The history of the _Great Eastern_ is one of interest to all, and especially to too sanguine and over-ambitious individuals and companies.
In reply to an advertis.e.m.e.nt from the Admiralty in 1851 for the conveyance of the East Indian and Australian mails, was an application from a new organisation, the Eastern Steam Navigation Company. This offer was declined, and then some of the directors, on the suggestion of Mr. I. K.
Brunel, the great engineer, recommended the construction of a steam-ship of extraordinary dimensions to trade with India. Having made calculations that the big ship intended could maintain a speed of fifteen knots an hour, there was, in their judgment, no doubt that they would attract a proportion of the traffic so handsome as to afford full cargoes both outward and homeward. Many of the original shareholders withdrew, but a large number held firm. Brunel argued that there need be no limit to the size of a ship, except what quality of material imposed. He further urged from scientific theory and actual experience, that upon the "tubular principle," which provided the greatest amount of strength of construction with any given material, it was possible to construct a ship of six times the capacity of the largest vessel then afloat,(41) and one, too, that would steam at a speed hitherto unattainable by smaller vessels. Mr. Scott Russell, the eminent ship-builder, shared these views. The idea of having two sets of engines and two propellers-paddle-wheels and screw-was solely due to Mr. Brunel, as was also the adoption of the cellular construction, like that at the top and bottom of the Britannia Bridge. Her model in general construction was like that of the ships built by Scott Russell, on the principle of the "wave line," which he had carried out during the previous twenty years. In spite of much virulent criticism, the construction of a 25,000 ton vessel was commenced on May 1st, 1854, in Scott Russell"s yard, at Millwall, on the north side of the Thames.
Novel as was the construction of the ship, the mode devised for her launch was no less novel. As her immense length would render it impossible to launch her in the usual manner and by the force of her own gravity, she was built lengthwise to the river on cradles, which carried her upright and dispensed with "sh.o.r.es." These cradles were made to travel on a double series of "ways," each 120 feet in breadth, which were carried to low-water mark. The ways were 300 feet in length, with an incline of one in twelve. At the stem and stern were placed a powerful hydraulic ram to give the first start, and when she was once in motion her progress was to be kept up in the following manner. On the river-side four large lighters were moored in the tideway, and were to work with crabs and sheaves or pulleys upon chains, fastened to the vessel amidships. Two lighters were also moored at the stem and two at the stern of the vessel. The chains pa.s.sing from the ship to these latter were returned again on sh.o.r.e, so as to be worked with a double purchase. Small stationary engines on land were to be used to haul on these, making a force available to pull the vessel off the sh.o.r.e. The calculations, as the event proved, were made on a false notion of the amount of friction to be overcome, and the attention of the engineer had been chiefly directed to prevent her dashing into the water with too great a speed. For this purpose two powerful drums had been constructed, to which the cradles were attached by enormous sheaves of cast iron, expressly cast for this purpose, and weighing five tons each.
One sheave was fastened to each cradle, and wrought-iron chain cables of the largest size connected these with two other sheaves, each of which was screwed to the drum which was to pay out the chain and, in fact, regulate the whole operation. The axle of the drum was set in a frame of iron, while around its outer edge pa.s.sed a band of iron, to work in the manner of a friction-clutch, or break. This, with the aid of strong iron levers twenty feet long, brought such a pressure to bear upon the discs of the drum as to entirely stop them in case of the chain being paid out too fast. Everything being thus prepared that human ingenuity could devise (as was supposed), the launch was fixed for the 3rd of November, 1857. On that day, although the sight-seeing public did not congregate in large numbers, and the scaffolding erected on many points was untenanted, yet there was a swarm of well-laden craft of all kinds on the river, and crowds on both its banks and around the yard. The engineers and men of science mustered strongly, not only from all parts of England, but from Germany, France, America, and Russia. The Comte de Paris, the Duke d"Aumale, the Siamese Amba.s.sadors, and some of the Lords of the Admiralty, were the most conspicuous persons present.
At half-past one Miss Hope, the daughter of the chairman of the company, appeared, and dashing a bottle of wine on the bows, bade the Leviathan, as she was originally called, "G.o.d speed!" amid the cheers of those a.s.sembled. In a few moments afterwards the word was pa.s.sed to commence the launch. At the signals the lighters slowly but steadily commenced to haul taut their tackle from the river. This strain appeared to have no effect on the vessel. It remained stationary for about ten minutes, when the peculiar hissing noise of the hydraulic rams at work to push her off was heard. It should have been mentioned that each of the drums was constructed so as to be turned by ordinary windla.s.ses, in order to wind up the slack chain between the drums and the cradles; otherwise, if any slack were left when the hydraulic rams started the vessel, it would run it rapidly out, and dreadful consequences might ensue. When the "rams" began to work, the order was distinctly given to "wind up" the slack between the drum and the cradle. This was done at the forward drum; but, unfortunately, at the stern of the vessel the men did precisely the reverse, and uncoiled more slack chain. Suddenly there was a cry "She moves! She moves!" The fore part of the vessel slipped, and the stern rushed down some three or four feet in the s.p.a.ce of a couple of seconds, in consequence of the slack chain from the after drum offering not the least check. In an instant the strain came upon the drum, which was dragged round, and, of course, as that was connected with the windla.s.s by multiplying wheels, the latter turned round some ten or fifteen times for every foot the drum moved. The men at the windla.s.s madly tried to hold it, but the heavy iron handle flew round like lightning, striking them, and hurling five or six high into the air as if they had been blown up by some powerful explosion. A panic seemed to spread as this disastrous accident took place, and the men stationed at the tackle and fall of the lever next the windla.s.s rushed away. Fortunately for the lives of hundreds of the spectators, the men at the lever at the other side of the drum stood firm, and, hauling on their tackle, drew their lever up, and applied the break on the drum with such terrific force that the ship instantly stopped, though she seemed to quiver under the sudden shock as if she had received a violent blow. The injured men were then carried off to a neighbouring house, where one of them shortly died. When the wreck of the accident had been cleared away, it was determined to make another effort to launch the vessel, but without effect; for all pressure that the "rams" could apply was found insufficient to move her. After straining for some time, the piston-rod of one of the hydraulic rams gave way, and this accident put an end to the attempt to launch the great ship for this day.
Numerous hydraulic machines were now borrowed and fixed, fresh tackle applied, and many novel and ingenious expedients adopted. It was thought necessary to await the next spring tides, in order that the monster when she should be launched might find a sufficient depth of water. The precaution was needless; many weary weeks were to pa.s.s before she was afloat. On some days, when every exertion seemed vain, she would capriciously slip a few inches at the stem or stern. After a long interval, another small distance would be accomplished; sometimes a day"s journey would be three or four feet, sometimes twenty or thirty. Finally, by continued perseverance, she was brought down the ways until she was immersed some eight or ten feet at high water, and then, as the final launch was certain of accomplishment, it was thought desirable to leave her till the high tides of January should rise so far as to aid materially in her final flotation, and make it practicable to tow her to a secure berth, where her last fittings could be put in, and she could be made ready for a voyage.
With the spring tides the water rose under the great ship nearly eighteen feet; and on the 31st January she gave such signs of buoyancy that it was resolved to float her on that day. The tide ran up with unusual swiftness, and as the flood relieved the weight upon the launching ways some of the hydraulic machines were set to work, for the last time, to push the monster as far as possible towards the centre of the river. She moved easily; and at half-past one the men in the rowing boats stationed alongside observed that she no longer rested on the cradles-that she was, in fact, afloat. The tugs fastened to her began steaming ahead, and showed that at last she was fairly under way. Then the cheers which arose from the yard and from the decks, from the boats in the river, and the crews of the ships at anchor up and down the stream, spread the great news far and wide; and thus, under the most favourable circ.u.mstances, the huge vessel commenced her first voyage on the Thames.
[Ill.u.s.tration: THE LAUNCH OF THE "GREAT EASTERN."]
And now we must give some description of her internal arrangements and accommodations. The hull is divided transversely into ten separate compartments of 60 feet each, and rendered perfectly watertight by bulkheads, through which there is no opening whatever below the second deck. Two longitudinal walls of iron, 36 feet apart, traverse 350 feet of the ship. This mighty vessel was destined to afford accommodation for 4,000 pa.s.sengers, viz., 800 first cla.s.s, 2,000 second cla.s.s, and 1,200 third cla.s.s, and a crew of 400. The series of saloons, which were elegantly fitted and furnished, together with the sleeping apartments, are situated in the middle of the ship, and extend over 350 feet of her length. The lofty saloons and cabins are very imposing, more resembling the drawing-rooms of Belgravia than ordinary cabins. The "Grand Saloon" is 62 feet long, 36 feet wide, and 12 feet high, with a ladies" cabin, or rather boudoir, 20 feet in length. Ma.s.sive looking-gla.s.ses in highly ornamented gilt frames decorate its sides. The strong iron beams overhead are encased in wood, the mouldings being delicately painted and enriched with gilt beading. Around two of the funnels which pa.s.s through this gorgeous apartment are large mirrors, with alternate highly ornamented panels, and at their base are groupings of velvet couches. The walls are hung with rich patterns in raised gold and white, and at the angles are arabesque panels, while sofas covered with Utrecht velvet, buffets of richly carved walnut-wood, carpets of surpa.s.sing softness, and _portieres_ of rich crimson silk to all the doorways, give an elegance to the whole far surpa.s.sing the gigantic toy ships of ancient monarchs. The paddle-wheel engines can be made to give 5,000 horse-power, and the screw-engines 6,000 horse-power; making 11,000 in all.
On the 9th September, 1859, the vessel, which had now been re-christened the _Great Eastern_, took her first trip from the Thames under the most favourable circ.u.mstances, the weather being very fine, with a light breeze of wind, and blue sky overhead. Starting with four tugs, two on the bow and two at the quarter, to guide her through the narrow parts of the river, after some delay and a few slight mishaps, she reached Purfleet, where she anch.o.r.ed for the night. At daylight on the following morning, she started for the Nore, where she arrived about noon, having attained a speed of thirteen knots an hour, though going only at half-speed, her engines making not more than eight revolutions a minute. From the Nore the _Great Eastern_ proceeded successfully to Whitstable, where she anch.o.r.ed, getting under weigh there at a quarter past nine on the following morning, with a fresh breeze. After pa.s.sing Margate she encountered a stiff gale, in which she appeared quite at ease when large ships were under double-reefed topsails, and small vessels were obliged to lie to. But an unfortunate accident occurred to her when off Hastings, through the explosion of one of her funnel-casings, causing the death of six men employed in the engineering department, injuring various others, and, destroying nearly all the mirrors and other ornamental furniture in the grand saloon. No injury was, however, done to the hull or machinery of the vessel sufficient to prevent her proceeding on her voyage to Weymouth, which she reached without any further misfortune, on the afternoon of Friday, within the time antic.i.p.ated for her arrival. On her arrival, the pilot who had been in charge of her from Deptford to Portland (Weymouth Bay) made an official report of her performances to the Company, confirming, in some measure, the glowing accounts in many of the public journals, and realising the sanguine expectations of the directors, though their hopes of profit had been somewhat damped by the accident which, apart from the loss of life, entailed an outlay of 5,000. The necessary repairs having been completed, the _Great Eastern_ proceeded from Portland to Holyhead, but without pa.s.sengers as originally contemplated. Starting at noon of the 8th of October she made the run to Holyhead in forty hours, at an average speed of close upon thirteen knots, or more than fifteen statute miles in the hour, having on some occasions attained a speed of fifteen knots an hour. But upon the whole the expectations that had been formed of her were disappointed. The paddles proved defective either in power or mode of fitting; and the utmost speed attained fell far short of calculation. It began to be suspected that the power of her engines was not proportioned to her tonnage, and the ship was found to roll considerably. It should have been mentioned that, whilst lying outside Holyhead harbour for the purpose of further trials, she became exposed to the full fury of the hurricane of the 26th October. In this terrific storm the ship behaved n.o.bly, but was at one time in considerable danger of being driven ash.o.r.e. She returned to Southampton, and was berthed for the winter in Southampton Water.
On the 21st January, the captain of the _Great Eastern_, Captain Harrison, was drowned in Southampton Water by the capsizing of a small boat carrying him from the ship to the town. The boat, which was fully manned by six picked seamen and the captain"s c.o.xswain, was seized in a sudden squall near the dock-gates, and upset before the trysail could be lowered. Boats were at once put off from the _Indus_ to the rescue, but when Captain Harrison was reached, the body was floating a little under water, and life was quite extinct-death being apparently the result of apoplexy caused by the intense cold. The c.o.xswain was found insensible close by, and survived only till the evening. A fine youth, son of the chief purser, was also drowned; the chief purser himself (Mr. Lay), and Dr. Watson were amongst those saved with the crew.
The _Great Eastern_ made her first Transatlantic voyage to New York after a very successful but by no means rapid pa.s.sage of ten days and a half. In many respects the vessel fully answered the expectations of her builders.
Her vast bulk aided the fineness of her lines in cutting through the opposing waves without any apparent shock. To those which rolled upon her sides she rose with a easy swing, and they pa.s.sed to leeward, seemingly deprived of their fury; others struck her with full force, but no vibration or shock was communicated to the vast ma.s.s. It was speedily discovered that there were two prime defects in her appointments-it was impossible to raise the steam in the boilers which animate the paddle-wheel engines to the full power; and the wheels themselves were not so placed as to act on the water with effect.
On the 21st, the power of the ship was put to a most trying test. A strong northwesterly gale had raised a rough sea. "It has always been said that she never could or would pitch, but the truth is this ship does just the same on a small scale that ordinary vessels in a sea may do on a very large one. The _Great Eastern_ against a head sea makes a majestic rise and fall, where a steamer of 2,000, or even 3,000, tons would be labouring heavily, and perhaps taking in great seas over her bows. On this Thursday she dipped down below her hawse pipes. It was a fine sight to watch her motion from the bows, splitting the great waves before her into two streams of water, like double fountains, and to look along her immense expanse of deck as she rose and fell with a motion so easy and regular that the duration of each movement could be timed to the very second."
On the 23rd, the ship being off the banks of Newfoundland, the temperature decreased so rapidly that it was feared that floating icebergs were near, and the speed was slackened, and precautions taken against accident; and, on the 26th, when not more than 450 miles from New York, the ship ran into a dense fog, through which she had to feel her way. These circ.u.mstances materially affected the duration of the voyage. The most anxious part of the whole navigation was now at hand-the pa.s.sage over the shoals and bars which impede the pa.s.sage to New York harbour, and the ship was repeatedly stopped to take soundings. All dangers were boldly pa.s.sed, and the dawn of the 27th showed the coast in a dim blue line, with the spit of Sandy Hook lying like a haze across the sea. The lighthouse was pa.s.sed at 720 a.m., and the _Great Eastern_ had completed her first Transatlantic voyage. From Sandy Hook the vessel pa.s.sed into the harbour, stirring up the sand on the bar, but escaping all danger by the admirable readiness with which she answered her helm. The advent of the great ship had been expected in America with an eagerness which cast into the shade even the interest taken in her at home. She was a great and startling "fact." Therefore, no sooner was her arrival telegraphed, than the bay was studded with yachts, schooners, and steam-ships, whose pa.s.sengers marked every portion of her progress with vociferous cheers; all the ships were covered with flags, the bells rang out, the cannon roared, the wharfs and houses were crowded with enthusiastic welcomers. Even the Government Fort Hamilton fired a salute of fourteen guns. The return voyage was uneventful. In May, 1861, she again started from Milford Haven for New York, on an ordinary pa.s.senger voyage, and made a very successful, but not very rapid, pa.s.sage of nine days thirteen and a half hours, the greatest distance run in one day being 410 statute miles. She commenced the return voyage on the 25th May, and arrived off Liverpool in nine and a half days, running in one day 416 statute miles.
[Ill.u.s.tration: ARRIVAL OF THE "GREAT EASTERN" AT NEW YORK.]
When civil war in the United States forced on the English Government the fact of the defenceless state of Canada, it was resolved to send out reinforcements with the greatest speed, and the _Great Eastern_ was taken up as a troop-ship to convey 2,500 men, 100 officers, and 122 horses. In addition to these, were about 350 wives and children of the soldiers. She sailed from the Mersey on the 27th of June, and made her voyage with such speed and safety that her real use appeared to have been discovered at last. This success inspired confidence, and when she was next announced to sail with pa.s.sengers, nearly 400 persons engaged first and second-cla.s.s berths. Among them were several parties, and an unusual proportion of ladies. A very considerable cargo was also sent on freight. She left the Mersey on the 10th September, and commenced her voyage with every prospect of success. But, when about 250 miles westward of Cape Clear, she was caught in a tremendous gale. She appears to have been in the very centre of a cyclone hurricane. In the midst of this whirlwind one of the forward boats broke loose. The captain ordered the helm to be put down, in order to bring the ship up into the wind, that the boat might clear the wheel.
The ship refused to answer her helm. Some hand-sails were then set with the same object, but they were instantly blown to shreds. Soon a terrific noise was heard, and it was clear that something had gone wrong with her machinery. The waves had struck her paddles with such force that they were bent, and sc.r.a.ped the ship"s side at every revolution, threatening to shear away her iron planking. Under these circ.u.mstances it was necessary to stop the paddle engines and trust to the propeller for progress. This, of course, did not add to the power of steering; for, if the helm was insufficient when the power was amidships, it was, of course, still less effectual when the power was all astern. The ship, therefore, lay exposed to the tremendous lashing of the sea, which ran mountains high. One by one the floats were struck away, and at daybreak the next morning nothing of the paddle-wheels was left except twisted iron rods attached to the shaft.
Nor was this the extent of the misfortune. The stress upon the rudder, now that it had to control the entire length of the ship, was tremendous, and about 5.45 a.m., during a terrific sea, the top of the rudder-post, a bar of iron ten inches square, was wrenched away. The ship had now entirely lost steerage power, and lay utterly at the mercy of the waves. She rolled tremendously. The hapless pa.s.sengers were dashed from side to side; the cabin furniture broke loose, as well as the cargo, crushing everything they touched. In the hold, tallow-casks, weighing many hundredweight, and a chain cable of many tons, got loose in one of the compartments, and threatened to burst out the ship"s side at every roll. Many of the pa.s.sengers were severely injured. The decks were swept, six boats were carried away, and two were broken to pieces. In this precarious condition the ship lay from Thursday to Sunday evening, a waif upon the ocean. At length, on Sunday afternoon, the violence of the wind abated, the sea went down, and chains were got out and connected with the rudder, so that some, though a very imperfect, purchase was obtained. Some apparatus was constructed and got overboard, by which the ship was steadied and the steering power increased. By these means her head was got round and a course was made for Cork Harbour. On Tuesday she was off the Old Head of Kinsale, and in the afternoon at the entrance of Cork Harbour, but she was unable to enter. She therefore remained outside in great peril, for she was blown out to sea again, and drifted to some distance before she was enabled to enter. Her subsequent history, in connection with the laying of the Atlantic cable, belongs to another section of this work.
[Ill.u.s.tration: THE "MONITOR" Pa.s.sING THE VICKSBURG BATTERIES.]
CHAPTER IX.
THE HISTORY OF SHIPS AND SHIPPING INTERESTS (_continued_).
The Ironclad Question-One of the Topics of the Day-What is to be their Value in Warfare?-Story of the Dummy Ironclad-Two Real Ironclads vanquished by it-Experience on board an American Monitor-Visit of the _Miantonoma_ to St. John"s-Her Tour round the World-Her Turrets and Interior Arrangements-Firing off the Big Guns-Inside the Turret-"Prepare!"-Effects of the Firing-A Boatswain"s-mate"s Opinion-The _Monitor_ goes round the World safely-Few of the Original American Ironclads left-English Ironclads-The _Warrior_-Various Types-Iron-built-Wood-built-Wood-covered-The Greatest Result yet attained, the _Inflexible_-Circular Ironclads-The "_Garde Cotes_"-Cost of Ironclads-The Torpedo Question-The Marquis of Worcester"s Inventions-Bishop Wilkins" Subaqueous Ark-Fulton"s Experiments-A Frightened Audience-A Hulk Blown Up-Government Aid to Fulton-The _Argus_ and her "Crinoline"-Torpedoes successfully foiled-Their use during the American War-Brave Lieut. Cushing-The _Albemarle_ Destroyed-Modern Torpedoes: the "Lay;" the "Whitehead"-Probable Manner of using in an Engagement-The Ram and its Power.
Early in these chapters, allusion was made to one of the most important of all vital topics connected with shipping interests-the ironclad question-and as it concerns the well-being of the Royal Navy, it concerns that of the nation itself, and no excuse can be needed for its discussion here. Day by day we hear of new types of armoured vessels, single specimens costing the price of a small fleet of former days. That, under certain conditions, they must prove very formidable, there can be no doubt. But, it must be asked, are the bulk of them seaworthy ships? How far is torpedo warfare to interfere with their employment? Are they worth their price to the nation?
Their history so far has been one as much, and indeed far more, of failure than success. "Our submarine fleet" has become a byword, while none of their exploits have excelled those of the _Merrimac_ and _Monitor_, two of the very earliest examples constructed. Indeed, the writer knows no more successful results attained than by an improvised "dummy" ironclad during the American war. The ridiculous often merges into or mingles with the important and the sublime, and the story, little known in England, is inserted here to show how much may sometimes be done in warfare with insignificant means.
[Ill.u.s.tration: PEACE AND WAR.]
The incident occurred in February, 1863. An old coal barge(42) adrift had been picked up in the James River, and the brilliant idea seized some of Admiral Porter"s men to convert her into a "monitor." The whole scheme was carried out in twelve hours. In fact, her construction was hardly more solid than the "paper forts" built of canvas and boards by the Chinese during our war with them, and which collapsed after a shot or two as readily as would the "Rock of Gibraltar" or "Mount Vesuvius" at a firework display. The barge was built up high with boards, while funnels and turrets constructed of pork-barrels reared above, and two old canoes did duty for quarter-boats. A small house, taken from the back yard of a planter"s dwelling, stood for the pilot-house. Her furnaces were built of mud or clay; they were only intended to make smoke, not steam. Then a good coat of black paint or pitch; her furnaces were filled with pitch and other inflammable materials, and she was ready. As soon as the "dummy"
turned adrift on the Mississippi came in range of the Vicksburg batteries, the alarmed garrison opened fire upon it. The black monitor glided down the stream, belching out fire and smoke, but gave not a shot in return.
With amazement the Vicksburg soldiers found that they could not make the slightest impression on the turreted monster. They did not know that it was full of water, and had not a man on board! In ominous and silent disdain she seemed to be making for the Confederate ironclads; one of them, the _Queen of the West_, leaving part of her crew ash.o.r.e, incontinently fled, with all her steam power, making the best of her way to the Red River. The _Indianola_, a vessel previously captured from the Northerners, was lying aground, and not to be taken by this ruthless monster of a monitor, was ordered to be blown up, which was accordingly done. Thus was this bloodless victory gained by the dummy ironclad. It is not impossible that we may hear of similar tricks in future warfare, as all is fair therein.
The following experiences on board an American monitor are kindly sent to the writer by a friend, formerly in the Royal Navy.
"Great, indeed, was the excitement caused by the deeds of the _Monitor_ and _Merrimac_ amongst the officers and men of Her Majesty"s North Atlantic Squadron. Whether dancing in Halifax, chasing French fishermen on the Newfoundland coast, or "sunning"(43) in St. George, there was always to be found some one, from captain to loblolly boy, with a new story of the prowess of these formidable monsters of the _shallows_! I write "shallows" advisedly, for if the experience which I am about to narrate proves anything, it will be that as a "deep water" or sea-going craft the _Monitor_ is practically useless.
"Notwithstanding a certain eagerness to behold a specimen of their floating batteries, curiosity was not destined to be gratified until nearly two years after the close of the American War, when the United States Government determined on sending a representative-the _Miantonoma_-to make a tour of the world. The object of this resolution was to prove that the American invention was not a mere floating battery, but was destined to revolutionise the system of armour-plated ships. The _Miantonoma_ was accompanied when she made her appearance in the harbour of St. John"s, Newfoundland, by two tenders, one a second-cla.s.s corvette, the other a captured blockade-runner, which had been mounted with a single "Parrot" pivot gun, throwing a spherical shot of 180 lbs. This projectile was dubbed "the Devil" by those on board, who were by no means anxious to hear its voice, for the lightly-built blockade-runner trembled in every knee at each discharge. Nevertheless, such a vessel properly built is destined to play an important part in the navy of the future, when our present unwieldy ironclads shall have been relegated to that bourne where torpedoes cannot terrify.
[Ill.u.s.tration: THE "MIANTONOMA."]
"The _Miantonoma_ was a twin-turreted monitor, carrying two of Parrot"s 480 pounder smooth-bore. Her spar-deck, which was flush fore and aft, was about two and a half to three feet above the surface of the water in harbour. What we would call the gun-deck was below the water-line some eight feet, and here at sea during any sort of rough weather, the men were compelled to live. Air was supplied (faugh! what an atmosphere it was, even in harbour!) by means of pipes which ran up to a scaffolding-I can find no better name for the structure-elevated above the spar-deck fifteen feet. Here were the wheel-house and a place for the look-out. But as it was apprehended that the first respectable gale would take charge of the flimsy structure and sweep it all away, a "preventer" steering apparatus worked below, and knowledge was gained of what was going on in the upper world by means of reflectors. Two things struck the eye of an observant stranger on gaining the side. The first was the formidable appearance of the turrets-the latter, _mirabile dictu_, the number of spittoons! At once it became evident that such a craft as that which, if you please, we are now aboard of, could never be taken by boarding. Given the flush deck filled with an armed host; one of these terrible turrets would slowly turn round, the shield protecting the embrasure would fly back, a gaping volcano would belch forth, a whirlwind of flame and smoke only-no need, indeed, would there be for iron orbs at such quarters-and, ere its shield had once more covered grinning death, the armed host would have been swept away.
[Ill.u.s.tration: INTERIOR OF A TURRET SHIP.]
"It is Her Majesty"s birthday, and the _Miantonoma_ steams away with those who have been invited on board to witness the firing of the big guns. The salute cannot be fired in the little harbour, else surely every pane of gla.s.s from the block-house to Riverhead will pay the penalty. So Freshwater Bay is to have the honour of hearing man"s thunder reverberating along its hill-girded sh.o.r.es.
"Bang, bang-pop, pop, bang. You hear the Armstrongs and old field-pieces go off from Her Majesty"s men-of-war in harbour, and Her Majesty"s Fort William and water batteries. Then you descend to utter silence. You ascend again through a trapdoor, and find yourself in a circular room, some twelve feet in diameter, padded from top to bottom like the interior of a carriage. By your side is a huge ma.s.s of iron. You are inside the turret.
A glimmering lamp sheds its feeble light on the moving forms around you, and from below comes the faint whispering of the men, until the trap is shut and you are again in utter silence.
""_Prepare!_" The gunner"s mates stand you on your toes, and tell you to lean forward and thrust your tongue out of your mouth. You hear the creaking of machinery. It is a moment of intense suspense. Gradually a glimmer of light-an inch-a flood. The shield pa.s.ses from the opening-the gun runs out. A flash, a roar-a mad reeling of the senses, and crimson clouds flitting before your eyes-a horrible pain in your ears, a sense of oppression on your chest, and the knowledge that you are not on your feet-a whispering of voices blending with the concert in your ears-a darkness before your eyes-and you find yourself plump up in a heap against the padding, whither you have been thrown by the violence of the concussion. Before you have recovered sufficiently to note the effects I have endeavoured to describe, the shield is again in its place and the gun ready for re-loading. They tell you that the best part of the sound has escaped through the port-hole, otherwise there would be no standing it, and our gunner"s mate whispers in your ear: "It"s all werry well, but they busts out bleeding from the chest and ears after the fourth discharge, and has to be taken below." You have had enough of it too, and are glad that they don"t ask you to witness another shot fired.
"Since the _Miantonoma"s_ time vast improvements have been made in the matter of turret firing. The guns are now discharged by means of an electric spark, which obviates the necessity for having anyone in the turret, and is certainly a great blessing.
""And what do you think of her?" I asked a boatswain"s-mate. "Think of her, sir!" he replied. "I think, sir, that she"s a floating coffin, and I would as soon live in --. Every time we"re out of harbour she goes under water, and don"t come up till we get in again, as the saying is. We are just cooped up here waiting for a big wave to come and swallow us, for she don"t rise to the waves, she goes through "em." Then, becoming more confidential, "Tower of the world be hanged, sir! None of us believe we"ll ever see Queenstown, and if we only had a chance to get ash.o.r.e, there ain"t a man but what would desert, I guess."
"I must draw the reader"s attention to the fact that I give this sailor"s statement for what it is worth. The officers, one and all, as far as my memory serves me, stated that she was a very good sea boat; better, indeed, than they expected, though somewhat sluggish in the water. I may add that the _Miantonoma_ not only reached Queenstown, but _did_ succeed in making a tour of the world. Yet it was alleged that her crew, with the exception of some twenty men, were put into the tenders, and that she was towed across the "herring pond" and round the Horn by them. From these facts and rumours the reader may form his own opinion as to the seaworthiness of the American monitor. My belief is, that for a sea-fight, especially should one occur in a gale of wind, they are practically as useless as a hay-barge, while for harbour defences they have proved themselves invaluable. Of all the splendid fleet of monitors possessed by America at the close of the Federal and Confederate war, there are scarce any left to keep up the reputation of the United States as a naval power.
They were contract built, of green oak. The Philadelphia and San Francisco navy yards afford ample proof that a decade has sufficed to destroy what shot and sh.e.l.l found almost invulnerable. Such splendid specimens of naval architecture as the _Brooklyn_ and _Ohio_ alone are left to keep up the appearance of America"s naval strength on foreign stations. But let us hope that her "shoddy" monitors, like her shoddy blankets or wooden nutmegs, have pa.s.sed away with her convalescence from intestine wounds, and that the next decade may witness the Stars and Stripes floating powerfully and peacefully side by side with the Union Jack, omnipotent for good."
Any such expression of feeling in regard to the safety of English ironclads, in spite of the terrible loss of the _Captain_, and that of the _Vanguard_ (only less serious inasmuch as no lives were sacrificed), would not be echoed by any British sailor on board them. The accommodations, barring the general darkness and sense of gloom inside, only partially illumined by the fitful light of lamps, are generally good, and it is by no means certain that when the electric light has attained that perfection at which its promoters are aiming, there can be any complaint on that score at all. Still, until some grand success has been attained by ironclads, it is very questionable whether they can be thoroughly popular, except to courageous, scientific, and ambitious officers, of whom the service, the writer is certain, does not stand in need. We have had a "Man of iron" ash.o.r.e, and we shall have him afloat when the occasion requires.
The first types of ironclads introduced into the Royal Navy, as for example, the _Warrior_ and _Black Prince_, were nearly identical in general appearance to the war-ships of the day. Now _all_ British ironclads are built with sides approaching the upright or vertical above water. At first they only attempted broadside fire; now bow and stern guns are common. The _Warrior_, as the earliest example of an ironclad in the Royal Navy, deserves special mention. She is doing duty to-day, and is by no means an effete example, but an excellent and useful vessel. She is armoured at the middle only, in the most exposed parts. In other words, her engines and leading guns are protected, while the rest of her hull, though strong, is not armour-covered. _Now_, whatever weight of armour this central, or "box-battery," as it has been termed, may have, there is always a continuous belt of iron extending from stem to stern, and protecting the region of the water-line and steering gear, the counter of the ship being carried below the water in order to screen the rudder-head.
This improvement is due to Sir Spencer Robinson. The _Warrior"s_ armour was uniform in thickness; now it is strongest in the vital parts. The _Warrior_ had only a main-deck battery armour plated; recent ships have had a protected upper-deck battery given them. The _Warrior_ carried a large number of guns in an outspread battery; all later ships, of whatever type, have had a _concentrated_ battery of much heavier guns. This early armoured ship is long; nearly all later examples are much shorter in proportion to their breadth.
And now to the armour itself, which is sometimes affixed to an iron and sometimes to a wooden hull, and in a few cases has wood _outside_ it.
These facts, by no means generally known, must be studied, for it can hardly yet be said to be determined which is the better form. It may be said, in general terms, that the "adoption of armour-plating was accompanied in this country by the introduction of iron for the construction of the hulls of ships of war, and our ironclad fleet is for the most part _iron-built_. We have, it is true, a number of wood-built ironclads, but most of these are converted vessels."(44) Several were built of wood (and then armoured) for the purpose of utilising the large stocks of timber acc.u.mulated in the dockyards. In the future it is probable that nearly all will be of iron, with wood backing. The armour of the _Warrior_ is only 4 inches thick, with, however, a "backing" of 18 inches of timber. This type includes the _Black Prince_, _Achilles_, _Defence_, _Hector_, _Valiant_, and _Prince Albert_. Then we come to another series, of which the _Bellerophon_, _Penelope_, _Invincible_, _Audacious_, _Swiftsure_, _Triumph_, _Iron Duke_, and unfortunate _Vanguard_ furnish examples. They average 6 inches of iron-plating to 10 inches of wood backing. The lost _Captain_ was somewhat heavier in both plating and backing. Then again we advance to a still heavier type-12 inches of iron to 18 inches of wood: the _Glatton_, _Thunderer_, and _Devastation_ furnish examples. Then there is the _wood-built_ cla.s.s, the thickness of their (wooden) sides ranging from 19 to as high as 36 inches, with 4 to 6 inches of armour. The _Royal Sovereign_ (a turret ship) is a leading example of this cla.s.s; she has 5 inches of armour, covering 36 inches of wood.
To speak of all the types of armour-clad ships would most undoubtedly weary the reader. Let us examine a leading example. The _Inflexible_ (double turret ship) is probably the greatest result yet attained. She is an ironclad of 11,400 tons, with 8,000 horse-power, her estimated first cost being considerably over half a million sterling. She is 320 feet long, and has armour of 16 to 24 inches thick, with a backing of 17 to 25 inches of wood. She has no less than 135 compartments, while her engines are so completely isolated that if one breaks down the other would be working. "But already, as if to show the impossibility of attaining the stage of finality as regards the construction of our men-of-war, there is every reason to believe that she has been excelled.... Designed," says our leading journal,(45) "as an improvement upon the Russian _Peter the Great_, she will herself be surpa.s.sed by the two Italian frigates which are building at La Spezzia and Castellamare.... While the _Inflexible"s_ turrets are formed of a single thickness of 18-inch armour, and her armament consists of four 81-ton guns, the turrets of the _Dandolo_ and the _Duilio_ are built of plates 22 inches thick, and are armed with four 100-ton guns." The writer then enlarges on recent gunnery experiments, showing that even the enormous thickness of the _Inflexible"s_ iron sides have been pierced, and concludes by saying that, "so far as the exigencies of the navy are concerned, the limit of weight seems to have already been reached, for the simple reason that the buoyancy of our ironclads cannot with safety be further diminished by the burden of heavier armour and armaments." The leading feature in this vessel is the situation of the turrets. In most turret ships afloat these batteries are placed on the middle line, and in consequence only one-half the guns can be brought to bear on an enemy either right ahead or directly astern. In the _Inflexible_ the turrets rise up on either side of the ship _en echelon_ within the citadel walls, the fore turret being on the port side and the after turret on the starboard side. By these means the whole of the four guns can be discharged _simultaneously_ at a ship right ahead or right astern, or, in pairs, towards any point. What vessel could withstand such a fire rightly directed?