RN Turret Ironclad (1869-1905)We continue our exploration of British Royal Navy Turret Ironclads of the Victorian Era with HMS Monarch, a recommendation by the committee appointed in 1865 and groundbreaking, but also compromised vessel. Not only she was the first sea-going turret ironclad completed, before Coles’s HMS Captain, but also the first to sport 12-inch (300 mm) calibre guns. Designed by CNT Oliver Reed in 1865, which protested over the choice of a forecastle and full rig, she was laid down at Chatham in 1866 and completed in June 1869, in service with the Channel Fleet and Mediterranean, modernized in 1871 and 1890 and placed in reserve from 1903 as depot ship, until stricken and BU in 1905.
Development
The British Turreted Ironclads were a novelty judged at first with caution by the admiralty, introduced by Captain and engineer Cowper Philip Coles, an idea born in the Crimean war and reinforced as the American Civil War broke up with the USS Monitor in 1862 (and many others that followed). Coles obtained the conversion of several ships, like HMS Royal Sovereign, and later HMS Prince Albert, but they were mostly coastal, albeit he eventually managed to have his own design, HMS Captain funded and authorized against the advice of both the Admiralty and CNT thanks to his supporters at Westminster and the press. HMS Captain was indeed a disaster, that famously sank on 6 September 1870 off Cape Finisterre with almost all hands and his creator in one of her earlier sortie.
However, before 1870 his design was believed to be right for many. Well before it happened, Coles was at odds with the Admiralty and the latter which expressed to Coles his coastal ships with jury-rigs were not what it needed. They wanted to port his turret concept on properly ocean-going vessels to protect the empire. So in 1864 Coles worked on a rigged vessel, but designing in parallel to smaller ships
with a single turret, based on the design of HMS Pallas, wooden-hulled ironclad from Sir Edward Reed. Coles worked with Joseph Scullard, Chief Draughtsman of Portsmouth Dockyard but in 1865 his design was looked out by a committee and this led to a controversy that spread in the press. The design that became HMS Captain was authorized on 8 May 1866 and his only “support” so far has been First Naval Lord, Admiral Sir Frederick Grey, which stated with irony “the man at least should be authorized to build his “perfect” design.”
HMS Captain was completed in 1869 and the rest is history.
But its development led the Admiralty to ask for a new “in-house” design by the CNT Sir Edward Reed, that could combine weighty turrets, with a full rig and still retain seagoing capabilities to ream the Empire. For this “prototype”, very different solution were chosen compared to the ill-fated Captain. The latter for example had a radical approach to keep the displacement down: The turrets were still mounted quite low, protected by a forecastle and sterncastle, plus the bridge above, whereas the amidship freeboard was very low. However, two factors were underestimated: The weight of the sea in rough weather that can “stick” on the low deck on one hand, and the weight of the sails soaked with seawater.
Reed on the other hand, agreed with the admiralty on a more classic solution with a tall freeboard, meaning the turrets would be mounted one above deck. Combined with a full rigging, this meant very peculiar stability calculations wizardry would be involved. This was to be a challenge, especially when the admiralty wanted these turrets to be armed for the first time with a new 12-inches gun taunted by Elswick. That mean double penalty for Reed. And all was done when the basic configuration of a capital ship was undergoing major change simultaneously in many aspects.
His new ironclad, ordered and authorized in 1865, so even before HMS Captain, was fated to be a compromise, yet in the frame of the Board of Admiralty’s wish to have the main artillery in turrets, but the ship for overseas service, with the steam engines seconded by a full ship-rig and fitted with a forecastle. So at that point, Reed could have chosen also a lower deck at this point, perhaps all the way to the stern. But in the mind of the Admiralty, the Turrets would remain low, behind the forecastle.
Reed objected to this as it would compromise the usefulness of turrets in the first place, that is firing from most angles. There, in the Board’s first approach, only on the port and starboard beams. Reed voiced his concerns after he was overruled, writing in 1869:
“no satisfactorily designed turret ship has yet been built, or even laid down… the middle of the upper deck of a full-rigged ship is not a very eligible place for fighting large guns”.
In 1871, Reed reported to the Committee on Designs that he wanted neither a poop nor forecastle, and only masts carrying light rig fore or aft on the centre-line to really optimize the turret’s fire arc at their maximum potential. In this end, he only obtained approval for the sterncastle. Yet the mainmast was still there blocking the second turret. The hull he designed was similar in overall shape to contemporary broadside ironclads, with finer lines for a length to beam ratio of 5.7:1, only bested by HMS Dreadnought at 6:1 in 1906… She would be faster than agile.
The admiralty however denied the two light rig mast configuration given the doubtful reliability of machinery at the time and obtained to have a standard full rig, barque type, on three masts. The only accepted concession was that the fore and main masts were placed further apart in order to maximize the fire arc of both turrets amidship, and conversely the aft mast was a bit closer to the mainmast. The ship, named HMS Monarch, was eventually voted for at the parliament and laid down on 1st June 1866 at Chatham Dockyard, and construction proceeded swiftly, with a launch on 25 May 1868 so less than two years after, and completion on 12 June 1869, versus HMS Captain, which was laid down 30 January 1867 at Birkenhead, 7 months after Monarch (June 1866), launched on 27 March 1869 (almost a year after Monarch in June 1868) and completed in March 1870, a full year after Monarch. So both designs could be now compared by their respective supporters. This “match” was closely followed by the press and politicians as well as the board of the admiralty. Most found Monarch to be a more appealing design overall, albeit due to her higher freeboard, she was heavier at 8,322 long tons (8,456 t) versus 6,960 long tons (7,070 t) for Captain.
Design of the class
Hull and general design
The final HMS Monarch was in some ways similar to Captain, in the fact she possessed the same two-twin Coles turret arrangement amidship, and three masts with full rig, but comparisons stops there. Instead of a forecastle and sterncastle with a massive cutout in between and low freeboard, Monarch had a high freeboard all the way, a full deck more. Plus the hull had a more pronounced ram bow, and proper forecastle and its bulwark, which enabled better sea keeping in heavy weather as wanted by the admiralty. The big trade-off for of course to have a blind spot directly ahead, on perhaps 30°. Like captain, there was a “flying bridge” above the turrets, separated by the machinery upper structure with access doors below and single, non-retractable
funnel. HMS Monarch was a large ship than Captain, at 8,322 long tons (8,456 t) for an overall length 330 ft (a symbolic 100 meters), for a beam of 57 ft 6 in (17.53 m) and a draught varying between 22 ft 6 in (6.86 m) light and 26 ft (8 m) deep load.
The helmsman post and bridge were open and located aft of the mainmast, pushed aft amidships. The base of the latter was protected by a fireproof shield, but this also restricted the fire arc directly aft making indeed good of the warnings of Reed that the ships had turrets which were basically restricted to a broadside field of fire essentially. Clever arrangement in latter central battery ironclads had massive guns able to fire directly ahead or astern thanks to the alternative position of gun ports in the casemate and internal rails. A solution that spared the complexity of a full turret and its gear, diving deep into the hull. Of course in 1865 the turret ship concept was still in its infancy, and then the “match” was hardly certain. Many still betted on the central casemate ships as a better proposition overall.
Powerplant
HMS Monarch was relatively innovative also in this field. She had a single shaft Humphreys & Tennant 2-cylinder HSE return connecting rod steam engine fed by nine rectangular boilers for an output of 7,842 hp, and the single propeller was likely two-bladed on order to be put to rest when not used in the axis of the keel. This enabled a top speed of 14.94 knots (17.19 mph; 27.67 km/h) under power. As a good steamer she became the fastest battleship afloat at the time. She also carried 600 tonnes of coal for a range of circa 2000 nautical miles at ten knots (3700 km). In addition, she also had auxiliary machinery for steering, capstan and turret training.
She was also ship-rigged, with three masts (instead of the light rig advocated by Reed) for a sail area of 27,700 sq ft (2,600 m2) and a top speed of 13 knots (15 mph; 24 km/h) under sail. For long crossings the latter was used. She proved to be fast under sail but difficult to handle. Later modifications to the balanced rudder slightly improved this, and overall she proved to be a steady gun platform, a good sea boat, very dry in heavy weather as intended.
Protection
HMS Monarch was well protected for the standards of the day:
Armour Belt, full: 7 in (178 mm) amidships, 4.5 in (114 mm) fore and aft, with wood backing.
Turrets: 10 inches (254 mm) face, 8 in (203 mm) sides, Coles scheme with wood-metal sandwich.
Secondary Turrets: 127 mm or 5-inches walls
Bulkheads: 4–4.5 in (102–114 mm)
Bow screen: 5 in (127 mm), above the forecastle
Conning tower: 8 in (203 mm) walls overall.
The turret bases were protected by a box citadel, between the upper and main decks, 178 mm (7 in) for the sides, 114-102mm (4, 4.5 in) for the bulkheads. The belt extended from the main deck to 1.5m (5 ft) below the waterline and was 178 mm thick (7 in) below the citadel, but reduced to 152 mm (6 inches) fore and aft and 114 mm (4.5 inches) at the ends. Hinged bulwarks were provided on the edge of the upper deck. There was an armoured CT positioned forwdard of the funnel on the hurricane deck. There was a protection for the gun aft on the upper deck with 127mm (5 inches) of armour.
Armament
Monarch sported two twin turrets, making for four 12-inch muzzle-loading rifles as main armament. The centre-line turrets placed on the upper deck, one on either side of the funnel had restricted fire angles as seen above. Each gun weighed 25 long tons (25 t), fired a 600
pounds (270 kg) hard shell at a muzzle velocity of 1,380 ft/s (421 m/s). Both turrets were on the upper deck, 17 feet (5.2 meters) above water, 7 feet higher (2.2 meters) than any battery in the fleet. Stability was remained though, and metacentric height respected, whereas these turrets gave an advantage in terms of range and command. The other innovation was their steam powered traverse. They were elevated still by hand and there was also a manual traverse backup. Both turrets had also optional caches to be placed over the apertures in heavy weather. These Coles turrets were of the early needle type, with the ammunition room below brought up by pulleys, stored on rails. However, the loading was to be made always in a fixed position, so they fired each one every two minutes with a gun crew, making for a reasonable four shells total or two every minute, one every 30 sec.
To compensate for the inability of these turrets to fully train directly ahead and astern two smaller 7-inch guns were installed in the bow, and one in the stern.
Modifications
Nordenfelt Gun tested after refit.
In 1871 her armament was changed: Her three 7 in (178 mm) 61⁄2 ton muzzle-loading rifles were replaced by two 9 in (229 mm) muzzle-loading rifles and a single 7 in (178 mm) muzzle-loading rifle on deck which had a good traverse to fire at most angles, including Paixhans explosive shells.
In 1872, she was altered to barque-rig.
In 1878, she received two 356 mm (14 inches) torpedo cradles.
In 1890 and up to 1897 she was completely re-engined, re-boilered. She had a HTE engine (Horizontal Triple Expansion) for eight cylindrical boilers and a total of 8,216 hp for a top speed now ported to 15.8 kts (29.17 km/h). She also had a new and taller funnel installed. Her rig was cut down to lower military masts with light topmasts and yards. There was a brand new bridge also installed, and she was rearmed with four 12 pdr/76 mm/3-in 40 caliber QF Mk.I, ten 47 mm/40 of 3-pdr Hotchkiss QF Mk.I to deal with torpedo boats. She also had all the gear to carry and deploy an anti-torpedo net.
⚙ HMS Monarch original specs. |
|
| Displacement | 8,322 long tons (8,456 t) |
| Dimensions | 330 ft x 57 ft 6 in x 22 ft 6 in/26 ft (100 x 17.53 x 8 m) |
| Powerplant | One-shaft Humphreys & Tennant return connecting rod (RCR) |
| Speed | 14.94 knots under power, 13 knots under sail |
| Range | 600t coal, c2000 nm Under sail unlimited. |
| Armament | 2×2 12 in(305 mm) MLR, 3× 7 in(178 mm) MLR |
| Protection | Belt 7 in-4.5 in, turrets 8-10 in, Bulkheads 4–4.5 in, CT 8 in |
| Crew | 605 |
Career of HMS Monarch
HMS Monarch was laid down at Chatham on 1st June 1866, launched on 25 May 1868 and completed on 12 June 1869, fitted out and commissioned at Number 10 Dock, Portsmouth Royal Dockyard in Hampshire. In 1871 census on 2 April she had a registered complement of 316 men on board, 209 in reserve, Captain Charles Murray-Aynsley in command. She entered the Channel Squadron until paid off from October 1870 to 29 November 1871 and later based at Chatham, until 1872. Before this, back in 1870, so ever before commission, she had gunnery trials with Captain to compare her accuracy and rate of fire with a centre-battery ship, HMS Hercules. The target was a 600 feet (180 m) long, 60 feet (18 m) high rock off Vigo.
Both ships sailed in concert at 4–5 knots (4.6–5.8 mph; 7.4–9.3 km/h) in perfect conditions with little roll and pitch, and fired for five minutes. Their guns fired the new Palliser
shells fitted with battering charges from 1,000 yards (0.91 km). Captain placed four hits with the first salvo but started to roll heavily down to 20°. Also, smoke soon made aiming difficult. Monarch and Hercules did better with their first salvo and also were impaired later by the firing smoke, but their roll was moderate. On HMS Hercules, gunsights were in place, and she was recognized more accurate than turret roof gunsights of Captain and Monarch.
During her later service, Monarch crossed the Atlantic with USS Plymouth, as the latter carried the remains of George Peabody, merchant, financier and philanthropist, back to the US for a grand burial. On her way home she made 242 nautical miles (448 km) under sail at great speed, falling short of the record of HMS Ocean, just one nautical mile shy. She was paid off for refit and back to the Channel Fleet in 1874. On 28 November 1875 she collided with the Norwegian barque Halden. It happened 15 nautical miles (28 km) off the Eddystone Rock and both ended severely damaged. She was repaired in Plymouth. In 1876, she was sent to the Mediterranean, remaining there until 1885, and she had a short refit back home in 1877.
The dispersal of the International Fleet on 5 December 1880 convened for enforcing the Treaty of Berlin. The Graphic 1880
She took part also in the bombardment of Alexandria in 1882 under command of Captain H Fairfax. In all she sent a hundred and twenty fire 12-inch (300 mm) shells on the forts. The pounding eradicated Egyptian guns and coastal batteries. She was recalled to Malta as part of the “Russian war scare” of 1885. However, she broke down en route, being ultimately found towed into Malta. There, she was fixed and sent home with escort for another refit after which she returned to the Channel fleet and remained there from 1885 to 1890. On 24 December 1886, in a sortie inside the Tagus she collided with HMS Minotaur and severely damaged. Instead of just repairing her she was back home taken in hands for a full reconstruction and modernization between 1890 and 1897. She then became guardship at Simon’s Bay until late 1902. Her new skipped from 1 February 1900 was Captain Charles Henry Bayly.
In March 1902 he was replaced by Captain Robert Kyle McAlpine in Charge Ascension. Two months later, this was Captain William Lowther Grant from 5 May 1902. She hosted Jan Smuts and Deneys Reitz en route to the peace conference at Vereeniging putting an end to the Boer’s war. In July 1902, she entered e flotilla of seven major ships visiting Zanzibar as a show of force after the sultan died, with his son replacing him, of dubious loyalty to British interests. By December 1902 she was posted at Simon’s Town Royal Navy base off Cape Town. She became then a depot ship as HMS Simoom. Back home in 1904 she was stricken and sold for BU in 1905.
Gallery
Read More/Src
Books
Archibald, E.H.H. (1971). The Metal Fighting Ship in the Royal Navy 1860–1970. New York: Arco Publishing Co.
Ballard, G. A. (1980). The Black Battlefleet. Naval Institute Press.
Brown, David K. (1997). Warrior to Dreadnought: Warship Development 1860–1905. Chatham Publishing.
Colledge, J. J.; Warlow, Ben & Bush, Steve (2020). Ships of the Royal Navy: The Complete Record. Seaforth Publishing.
Friedman, Norman (2018). British Battleships of the Victorian Era. Naval Institute Press.
Parkes, Oscar (1990) [1966]. British Battleships, Warrior 1860 to Vanguard 1950: A History of Design, Construction, and Armament (New & rev. ed.). NIP
Roberts, John (1979). “Great Britain (including Empire Forces)”. Chesneau, Roger & Kolesnik, Eugene M. (eds.). Conway’s All the World’s Fighting Ships 1860–1905.
Links
navypedia.org/
Wiki
The black battlefleet by Ballard, G. A. (George Alexander), 1862-1948
commons.wikimedia.org
British battleships, “Warrior” 1860 to “Vanguard” 1950 Oskar Parkes