HMS Iron Duke

HMS Iron Duke (1870)

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Name	Iron Duke (1870)	Explanation
Type	Central battery ironclad
Launched	1 March 1870
Hull	Iron
Propulsion	Screw
Builders measure
Displacement	6010 tons
Guns	14
Fate	1906
Class	Audacious
Ships book	ADM 135/254
Note
Snippets concerning this vessels career
Date	Event
January 1871 - 22 August 1871	Commanded by Captain Edward Henry Gage Lambert, Plymouth, then an experimental cruise via Lisbon
31 August 1871 - 18 May 1875	Commanded (until paying off at Plymouth) by Captain William Arthur, flagship of Vice-Admiral Charles Frederick Alexander Shadwell, Hong Kong
22 July 1875 - 30 September 1875	Commanded by Captain Henry Dennis Hickley, Coast Guard, River Humber and First Reserve Squadron summer cruise, when on 1 September In a thick fog, she ship accidentally rammed Vanguard off the Kish Bank, in Dublin Bay, causing Vanguard to sink after all of the crew had abandoned ship
9 October 1875 - 16 July 1877	Commanded by Captain Charles John Rowley, Coast Guard, Kingstown (replacing Vanguard. then replaced by Topaze)
5 July 1878 - 18 April 1881	Commanded by Captain Henry Forster Cleveland, flagship of Vice-Admiral Robert Coote, China
3 January 1881 - 18 December 1882	Commanded (until paying off) by Captain Richard Edward Tracey, flagship of Vice-Admiral George Ommaney Willes, China
19 December 1882 - 15 March 1883	Commanded by Captain Henry Craven St John, returning from the China station
16 April 1885 - 27 August 1885	Commanded by Captain Robert Henry Boyle, Channel Squadron
28 August 1885 - 30 November 1886	Commanded by Captain Henry Craven St John, Channel Squadron
*Extracts from the Times* newspaper**
Date	Extract
Th 3 March 1870	The Iron Duke, ironclad ship-of-war, was launched at Pembroke dock on Tuesday, the ceremony of christening being performed by Lady Evelyn Campbell, daughter of the Earl of Cawdor. The Iron Duke bas been built wholly of iron, and she is armour-plated with iron slabs eight inches thick down to the water line. Her estimated speed is 13½ knots, and she is propelled by twin-screws driven by first-class engines of 800-horse power, on the trunk principle. Her armament will consist of 14 nine-inch guns of 12 tons each. The principal dimensions are as follows:— Length, 280ft. 1½in.; breadth, 54ft. 1in.; depth in hold, 24ft. 1in.; burden in tons, 3,787; and her dead weight is calculated at 3,200 tons, The between decks are 10ft,, thus insuring, with other appliances, good ventilation; and the accommodation for officers and crew is excellent.
Th 18 August 1870	The Iron Duke, 14, left Keyham yesterday morning, and went round the Eddystone for the contractor's preliminary trial trip. The engines worked very satisfactorily, and on Thursday next the official trial will be made. The following ships are in the Keyham yard. The invincible, 14, is in dock to have her new twin screws fitted; these have been made at Keyham, and are of a different pitch to those she had previously. The fitting out of the Vanguard, 14, and Audacious, 14, is completed, and they are now ready for sea. The Narcissus, 35, flag-ship of the flying squadron, is having new boilers at Keyham, and will be ready for sea at the end of this month. The Lord Clyde, 24, is having her engines put on board; the new cylinders and pistons, and the greater portion of the machinery, has been made at Keyham. The Terrible, 19, is in dock repairing. The Topaze, 31, and Doris, 24, are receiving new boilers, with thorough repairs to machinery, and general refit of the ships. The new screw sloop Tenedos, 6, is in Keyham Basin, waiting to receive her machinery.
Fr 19 August 1870	The Iron Duke, 14, in charge of Capt. Fellowes, of the Steam Reserve, made an official trial of her engines in the offing at Plymouth.
Tu 23 August 1870	The new ironclad Iron Duke left Plymouth Sound on Thursday morning for the official trial of her machinery. She is a fine ship of 3,787 tons, and her armament consists of ton 12-inch Fraser guns, in the central batteries on the upper and main decks (worked by Captain Scott's gear), besides these there are four 64-pounders. Her plating is six inches to the water-line and eight inches above. The Iron Duke was built at Pembroke, and her engines, which are by Messrs. Ravenshill and Hodgson, of London, are horizontal direct acting, of 800 nominal horse-power, and can be worked up to 4,800, or six times the nominal horse-power. She is fitted with surface condensers and superheating apparatus. In the preliminary trial on Tuesday last the mean number of revolutions was 81 per minute, and on Thursday they were the same, giving a mean speed at full power of 13·855 knots per hour, and at half-speed a mean of 11·387 knots; the revolutions at half-power being 66 port and 63½ starboard respectively; the surface condensers gave a mean vacuum of 26. Experiments were also made in turning circles at full speed with both screws. With the helm hard-a-starboard and angle of rudder 29 degrees, the times were — for the half-circle, 2min. 35sec.; whole circle, 4min. 48sec.; diameter of circle, 505 yards. With the helm hard-a-port and angle of rudder 28 degrees, the times were — for the half-circle, 2min. 17sec.; whole circle, 4min. 29sec.; diameter of circle, 505 yards. Trials were then made in circle turning from rest. With helm hard-a-starboard, port engine full speed astern and starboard engine full speed ahead, the time occupied in making the half-circle was 4min. 28sec.; whole circle, 8min. 26sec. The helm was then put hard-a-port, with starboard engine full speed astern and port engine full speed ahead, and the time taken in making the half was 4min. 29sec. and whole circle 8min. 12sec. The trials from rest were continued with helm amidships, the starboard engine full speed ahead and the port engine stopped, and then the half circle was made in 5min. 43sec., and the whole 10min. 16sec.; diameter of circle 754 yards. The helm was still kept amidships, the port engine put at full steam ahead and the starboard engine stopped, when the half circle was made in 5min. 20sec., and the whole circle in 8min. 43sec., diameter of circle, 754 yards. In the next evolution the helm was put hard a starboard, the starboard engine at full speed ahead and the port engine stopped, and then the half-circle was made in 3min. 41sec. and the whole circle in 6min. 44sec.; diameter of circle, 420 yards. With the helm hard-a-port and port engine full speed ahead, with the starboard engine stopped, the time taken in making the half-circle was 3min. 38sec., whole circle, 6min. 36sec.; diameter of circle, 378 yards. The engines were stopped in ten seconds, and were started astern in 14sec. after the signal was given. The engines going astern were started ahead in 20sec. from the time that the telegraph was moved. The best navigation coal was used during the trial. The Iron Duke again went into the offing yesterday morning for further trial of her machinery.
Fr 9 September 1870	The Vanguard, the invincible, the Iron Duke, the Audacious, the Narcissus, the Aurora, and the Cadmus have received their complete armament from the Gunwharf, Devonport, and two sailing transports have within the last four days discharged about 340 tons of shell at this Arsenal from Woolwich.
Sa 29 October 1870	The Invincible, 14, Capt. Lambert, in charge of Capt. C. Fellowes and Staff of the Steam Reserve, left Plymouth Sound on Wednesday morning for the six hours official steam trial. There was also on board Mr. Murdoch, who had been sent by the Admiralty to test the smoke-consuming apparatus. At the time of the Invincible's leaving the Sound she was at a draught of 21ft. 8in. aft, and 20ft. 6in. forward, her double bottom not being filled with water, and having no ammunition on board, the object of this trial being to test her new screws at a six hours’ run of uninterrupted steaming. At starting the weather was quite calm, but prior to her return a strong breeze set in from the westward with proportionate sea. The ship during the trial was kept, with the wind abeam, and when she first hove in sight on her return, steaming in from the southward, she had the appearance of being almost on her beam ends; and as she approached the Sound it became evident that she was heeling over 17 to 18 deg., and the greatest anxiety prevailed on shore for the safety of the ship. Although the Invincible heeled to this extent she had not a stich of canvas set, and her topgallantmasts ware on deck. It is therefore certain that even if the water ballast and ammunition were on board the ship would be unsafe under canvas, and the same may be said of the other three ships of the same class — namely, the Audacious, the Vanguard, and the Iron Duke.
Tu 1 November 1870	The Naval Commander-in-Chief at Devonport, Admiral Sir Henry Codrington, K.C.B., has been instructed by the Admiralty to detain until further orders the ships of the Audacious class which, with the exception of the Iron Duke at Keyham. are now in Plymouth Sound — namely, the Invincible, the Vanguard, and the Audacious.
Fr 4 November 1870	The Iron Duke, 14, double-screw, iron ship, armour plated, Navigating Lieut. S.C. Tracey, in charge of Capt. Fellowes and staff of the steam reserve, proceeded to the offing at Plymouth, on Wednesday, to test her machinery after repairs to lining of starboard after-cylinder, which after the first trial (on the 18th of August) was found to be cracked. Since then the builders of the engines, Messrs. Ravenshill and Hodgson, of London, have replaced it with a new lining. The Iron Duke on the present occasion had 376 tons water on board as ballast, her draught forward being 20ft. 10in.; aft, 21ft. 6in.; the barometer, 30·52; thermometer, 54; wind, east, force 1 to 2; weather fine, and sea smooth. Six runs were made on the measured mile at full power, the results of which give a mean speed of 13·644 knots per hour, with mean revolutions 80·85, mean steam 29lb., mean vacuum 23·9. This shows a slight diminution of speed as compared with the trial of August 18, which is due to the increased displacement. After the six runs had been completed, the harbour steam tug Trusty came out to the ship, and after a communication had been made the Iron Duke returned to the harbour without making the usual four runs at half power. Mr. Bardin, C.B., and Mr. Nicoll, inspectors of machinery, were also on board during the trial.
Fr 11 November 1870	The Iron Duke, 14, double-screw, armour-plated iron ship, now in the basin at Keyham, is about to have the water ballast in her double bottom replaced by 360 tons of what is termed concrete ballast, consisting of two-thirds of Portland cement and one-third of scrap iron. This will be placed over the whole bottom (in the lower sectional spaces of the double bottom), and, besides greatly increasing the stability, will very considerably strengthen the ship. It has also this advantage, that it does not fill the entire space, so that, if exceptional circumstances should arise to render it necessary, water could still be admitted into the double bottom over the concrete. This sort of ballast is also to be supplied to other ships of the same class.
Sa 26 November 1870	The following ships in the first class Steam Reserve at Devonport are stored and ready for immediate commission:— The Narcissus, screw frigate, 2,665 tons, 400 horse-power, armed with 24 64-pounders, rifled, and four 7-inch rifled guns; the Aurora, screw frigate, 2,558 tons, 400 horse-power, with same armament; the Cadmus, screw corvette, 1,466 tons, 400 horse-power, armed with 17 64-pounder rifled guns; the Sea Gull and Bittern, twin screw first class gunboats, each 663 tons and 160 horse-power, carrying one 7-inch rifled gun and two 40-pounders; the Research, armour-plated screw sloop, 1,253 tons, 200 horse power, and four 7-inch rifled guns. This ship has been altered and improved since her last commission, and has now been nearly two years in the Reserve, In addition to the above the screw frigate Liverpool, 2,656 tons, 600 horse-power, 30 guns; the Liffey, 2,654 tons, 600 horse-power, 30 guns; the Phoebe, 2,896 tons, 500 horse-power, 30 guns; and the screw corvette Satellite, 1,462 tons, 400 horse-power, 17 guns, lately belonging to the flying squadron, are to be paid off at Devonport, the three frigates on the 29th inst., the corvette on the 1st proximo, and will be placed on the first class Steam Reserve, prepared for a two years' commission. There are also the Iron Duke, double screw armour-plated iron ship, 3,787 tons, 800 horse-power, 14 guns, and the Lord Clyde, armour-plated screw ship, 4,067 tons, 1,000-horse power, 24 guns, whose equipment and stores are complete, and if required for immediate service might be commissioned to-morrow, The Iron Duke is having concrete ballast placed in her cellular bottom; the Lord Clyde is to make a trial trip on Monday next, weather permitting, she will also try her 9-inch 12-ton bow and stern guns, which have just been fitted with turn-tables. Captain the Hon. F.A.C. Foley, of the gunnery ship Cambridge, is ordered to report on them. This list gives a total of 12 ships now at Devonport, their aggregate tonnage being 26,790, the nominal horse power of their engines 5,620, and the number of their guns 228. There are not included in the above list other ships being brought forward for commission, and those which being commissioned, and en route for foreign stations, are under slight repairs.
Sa 24 December 1870	...This finished the inspection of the Devonport yard; and their lordships and party then proceeded to the Keyham Dockyard, where they first went over the Iron Duke, 14, double-screw iron armour-plated ship, lying in the basin, having her concrete ballast put on board; 120 tons are already shipped, and the remaining 40 tons will be completed in four days' time. The Vanguard, of the same class, in dry dock, was next inspected with reference to the alterations in rig, stowage of boats, and general fittings, which have been suggested by the officers who recently conducted her experimental cruise, and doubtless many of these will be decided on by their Lordships. The Research, 4, ironclad corvette, was then thoroughly examined with a view to commission, she haring been nearly two years in the Reserve. She is in first-rate order, and has been altered and improved since her last commission.
We 28 December 1870	The Agincourt, 28, Capt. Beamish, flagship of Rear-Admiral Eardley Wilmot, C.B., second in command of the Channel Squadron; and the Northumberland, 28, Capt. C.H. May, now in Plymouth Sound, are ordered to be ready to rejoin the squadron at Portland on the 7th proximo. We learn that the crew of the Vanguard, 14, double-screw armour-plated iron ship, is to be turned over to the Iron Duke, of the same class, the latter ship to make an experimental cruise, while the Vanguard is having her masts and yards reduced, and her rig altered from ship to bark rig. The only difference in these two ships is that the Iron Duke has Griffiths screws, and her rudder is hung, that is, attached to the iron sternpost with pintles and gudgeons, whereas the Vanguard has a balance rudder and screws of the Mangin pattern. The great defect of overmasting, which is to be remedied in the Vanguard, exists, it has been alleged, in the Iron Duke also.
Fr 30 December 1870	We learn that sundry modifications in the rig of the Iron Duke have just been ordered by the Admiralty. She is to have stump topgallant-masts, the studdingsail booms and flying jibboom abolished, and, like the Vanguard, the ship-rig altered to bark-rig. The alterations have commenced, and will be carried out forthwith, and the Vanguard is to undergo reduction of all her masts, and to have 350 tons of concrete ballast put in the lower spaces of her cellular bottom. We hope to see also her balance rudder exchanged for a hung rudder, like that of the Iron Duke. The latter kind is said to be stronger, less liable to get unshipped, and when at an angle does not reduce the ship's speed, like the balance rudder.
Tu 17 January 1871	The Iron Duke, 14, double screw, armour-plated, iron ship, Capt. Lambert, having completed shipment of the concrete ballast and alteration of rig, from ship to bark rig, made a preliminary trial of her engines in the offing at Plymouth on Saturday. There was a strong breeze from south-west, and good steam was kept; the engines made 75 revolutions per minute going out to sea, and 81 revolutions on the return to the Sound; the vacuum gauge stood at 26. The machinery worked very satisfactorily, and there were no warm bearings after the large quantity of cement which has been placed on board with the iron ballast. The Iron Duke will take her powder and shell on board, and probably leave Plymouth Sound on Saturday next for an experimental cruise of a month’s duration.
Tu 24 January 1871	The Iron Duke, 14, double-screw armour-plated iron ship, Capt. Lambert, in charge of Capt. Charles Fellowes, and Staff of the Steam Reserve, made a final trial of her machinery in the offing at Plymouth yesterday, and is intended to sail to-day (Tuesday) for a month's experimental crise. She will call at Vigo and Lisbon, and is to return to Plymouth not later than the 1st of March.
Sa 4 February 1871	Her Majesty's ship Iron Duke arrived at Vigo on Tuesday last, the 3lst ult.; all well.
Ma 13 February 1871	LISBON, Feb. 12. The Count d’Avila has not yet succeeded in reconstructing the Cabinet. The Duchess de Braganza is still dangerously ill. The British frigate Iron Duke has arrived.
We 19 April 1871	The Vanguard, 14, double-screw, armoured, iron ship, was commissioned at 9 a.m. on Monday by Capt. R.A. Powell, C.B., for a series of competitive trials with the Iron Duke. The Vanguard had her upper yards across and sails bent, six months' stores, and three months' provisions all stowed away on board, and was in all respects ready for sea, with the exception of taking on board her powder and shell, The novel and complete manner in which the ship has been prepared for commission reflects much credit on the officers of the Steam Reserve at Keyham.
Sa 22 April 1871	The Vanguard and the Iron Duke are detained in Plymouth Sound to await an official inspection by Admiral Sir Sydney Dacres, the First Sea Lord of the Admiralty, who is expected to arrive at Devonport on Tuesday next.
Ma 1 May 1871	The double-screw iron-built armour ships, Vanguard, 14, Capt. R.A. Powell, C.B., and the Iron Duke, 14, Capt. E.H.G. Lambert, left Plymouth Sound on Thursday evening for a two months' experimental cruise, during which various competitive trials will be made under the direction of Capt. Powell, in order to thoroughly test the relative merits of the two ships, which, although of the same class, are not fitted alike, their screw propellers and rudders being of different pattern; there is also a difference in the rig and in the stowage of their bows.
We 17 May 1871	Her Majesty's ships Iron Duke and Vanguard anchored off Lisbon on the 6th inst. The ships were to proceed to sea on the 9th, returning to Lisbon about the 24th.
Fr 26 May 1871	The Helicon, paddle despatch-vessel, Commander H.E. Crozier, left Plymouth for Lisbon yesterday morning, with letters and despatches for the Channel Squadron and the ships Vanguard and Iron Duke.
Ma 26 June 1871	The Vanguard, 14, Capt. R.A. Powell, C.B., and the Iron Duke, 14, Capt. E.H.G. Lambert, arrived in Plymouth Sound on Saturday evening from Queenstown, on the completion of their experimental cruise.
We 28 June 1871	The Vanguard and Iron Duke hare returned to Plymouth from their experimental cruise, having been away eight weeks and one day. They have spent 47 out of the 57 days at sea, were 206 hours under steam alone, 606 hours under sail only, and 38 hours under steam and sail combined. The Vanguard has proved herself a remarkably stiff ship, for in a breeze of 24 hours' duration. with force of wind five to eight, she carried royals the whole time, and tacked in 4¼ minutes in a seaway which few wooden frigates would have gone round in. She wears easily in six minutes. The greatest roll was not over 17 deg., and the steady heel of the ship never exceeded 11 deg. She fired a gun on the weather side when heeling 10 deg. The port was open 12 minutes, without taking any water on board. With the wind a point free she made nine knots under canvas only, and on a full speed steam trial, notwithstanding her bad steerage (owing to the balance rudder), by which the ship lost a quarter of a knot per hour, she beat the Iron Duke six miles in eight hours. The Iron Duke when going over four knots under sail, through having more canvas and her screws revolving sooner, beat the Vanguard. The officers speak in the highest terms of the comfort and stability of these ships, and express the most perfect confidence in their seagoing qualities. The ships took with them bills of health from the Spanish Consul at Plymouth, on which they obtained pratique at Lisbon, but at Vigo they were put into quarantine, because they had come from Plymouth, and the authorities said there was smallpox in London, and the ships had not been in quarantine at Lisbon. Surely if the Portuguese authorities were satisfied with the Spanish clean bills of health those documents should have been sufficient to insure pratique at a Spanish port, instead of subjecting both ships to the annoyance of quarantine regulations? The health of the ships has been good. Two men fell overboard from the Vanguard, one of them on the bar at Lisbon, the other in the Bay of Biscay, but both were saved. These ships have made previous experimental trials, the Vanguard before and the Iron Duke since the alteration of their rig and ballast, and while the Iron Duke maintains her high character as a stiff and handy ship, the Vanguard has on this trial conclusively shown that she possesses the same good qualities, which could be still improved by the substitution of a hung rudder for her balance rudder.
Ma 17 July 1871	The Iron Duke, 14, now at Keyham, has sent down her topmasts and lower and topsail yards for reduction prior to proceeding to China as flagship, for which she is now being fitted with all despatch. Her officers and crew are hulked in the Vengeance.
Ma 24 July 1871	The Vanguard, 14, Capt. J. Spain, will sail from Plymouth to-dav for Kingston [Kingstown= modern Dun Leoghaire]
Ma 4 September 1871	Rear-Admiral Charles F.A. Shadwell, C.B., F.R.S., the newly appointed Commander-in-Chief on the China station, vice Admiral Sir Henry Kellett, K.C.B., hoisted his flag on board the Iron Duke, 14, armour-plated double screw iron ship, at Devonport, on Friday. He will sail from Plymouth Sound on the 16th inst. for the China station, viâ the Suez Canal.
Ma 18 September 1871	The Iron Duke, 14, armour-plated double-screw iron ship, bearing the flag of Rear-Admiral Charles F.A. Shadwell, C.B., F.R.S., Commander-in-Chief on the China station, sailed from Plymouth Sound on Saturday evening for China, viâ the Suez Canal, and will call at Gibraltar and Malta.
We 25 October 1871	A telegram has been received from Suez, dated the 22d of October, reporting that Her Majesty's ship Iron Duke had passed through the Suez Canal without impediment. She would sail again on the 26th for Singapore.
We 20 December 1871	The following notification, dated yesterday, has been issued at the Admiralty:- A telegram from Vice-Admiral Sir Henry Kellett, K.C.B., dated Singapore, the 19th of December, 2 35 p.m., was received at the Admiralty this day at 4 25 p.m., announcing that the Iron Duke, with Vice-Admiral C.F. Shadwell, C.B., on board, had arrived at Singapore on the 14th inst., and that Sir Henry Kellett, K.C.B., had transferred the chief command the following day, and would leave by English packet on the 20th inst., and that his own health is excellent.”
Fr 8 January 1875	The undermentioned vessels are under orders to return home from their respective stations to be paid off and put out of commission:— Avon, 4, double screw composite gun-vessel, Commander A.T. Powlett, from China; Boxer, 4, double screw composite gunvessel, Lieut. Commanding William Collins, from the Pacific; Cameleon, 7, steam sloop, Commander A.J. Kennedy, from the same station; Elk, 4, double screw composite gunvessel, Commander Robert H. Harris, from China; Fawn, 5, screw sloop, Commander J.A. Wetherall, from the Pacific; Iron Duke, 14, double scrow iron armour-plated ship, the flagship of Rear Admiral Sir C.F.A. Shadwell, K.C.B., Capt. William Arthur, from China; Reindeer, 7, steam sloop, Commander C.V. Anson, and the Scout, 17, screw corvotte, Capt. R.P. Cator, both from the Pacific.
Sa 3 April 1875	During the first three months of the year the following ships have been placed in commission:—The Hercules, Capt. Codrington; the Nymphe, Capt. Suttie; the Undaunted, Capt. Campbell; and the Warrior, Capt. White. The Caledonia, the Egmont, the Fawn, and the Princess Charlotte have been paid off. The following are ordered home:— The Avon, the Boxer, the Cameleon, the Elk, the Iron Duke, the Reindeer, the Rosario, the Scout, the Shearwater, and the Volage.
Fr 9 April 1875	The following vessels are under orders to return home from their respective stations, to be paid out of commission:- The Avon, 4, double screw composita gun-vessel, Commander A.T. Powlett, from China. This vessel was re-commissioned on that station on the 18th of July, 1871, when a fresh crew was sent out from England. The Blanche, 6, steamship, Capt. C.H. Simpson, from Australia. This vessel has also served two commissions, having been re-commissioned on the Australian station on the 12th of October, 1871, by a fresh crew sent out for that purpose from England. The Boxer, 4, double screw composite gun vessel, Lieut-Commanding William Collins, from the Pacific. This vessel has, like the two previous ones, served two commissions, having been re-commissioned on the 6th of October, 1872. The Cameleon, 7, steamship, Commander A.J. Kennedy, from the Pacific. The Dido, 8, steamship, Capt. W.C. Chapman, from Australia, The Elk, 4, double-screw composite gun-vessel, Commander Robert H. Harris, from China. The Iron Duke, 14, double-screw iron armour-plated ship, flag-ship of Rear-Admiral Sir C.F.A. Shadwell, K.C.B., Capt. William Arthur, from China. The Reindeer, 7, steam sloop, Commander C.V. Anson, from the Pacific. The Rosario, 3, steam sloop, Commander A.E. Dupuis, from Australia. The Scout, 17, corvette, Capt. R.P. Cator, from the Pacific. The Shearwater, 4, surveying vessel, Commander W.J.L. Wharton, from the East Coast of Africa. The Spartan, 8, steam sloop, Capt. Richard Carter, from North America and West Indies. The Swiftsure, 14, iron armour-plated ship, Capt. J.K.E. Baird, temporary flagship of Vice-Admiral the Hon. Sir. J.R. Drummond, K.C.B., from the Mediterranean. The Volage, 18, iron steam corvette, cased with wood, Capt. Henry Fairfax, employed on special service.
Tu 4 May 1875	The Iron Duke, 14, double screw armour-plated, Capt. W. Arthur, flagship of Vice-Admiral Sir Charles F.A. Shadwell, K.C.B., F.R.S., arrived in Plymouth Sound from the China station on Sunday morning, and saluted the Royal Adelaide, flagship of the Commander-in-Chief. The Iron Duke was commissioned in April, 1871, and has been absent from England since September of that year. After the removal of her ammunition, the Iron Duke will be taken into harbour at Devonport to pay off.
We 11 August 1875	The Channel Fleet paid an unexpected visit to Galway Bay on Sunday morning, and the presence of the ironclads excited no slight commotion. The vessels now at anchor are the Warrior, Defence. Vanguard, Achilles, Hector, Iron Duke, Penelope, Hawk, and Imogene. The Town Commissioners are anxious to give the officers a hospitable reception, and telegraphed to the borough members to request an extension of the stay of the Fleet for a few days. In reply to the representations made to him, the First Lord of the Admiralty left it in the discretion of the Admiral to remain or not. A deputation waited on the Admiral, who consented to prolong his stay until Thursday. His ready compliance has afforded great satisfaction, and an impromptu ball, which is expected to be very successful, will be given to-morrow night in honour of the Fleet.
Ma 30 August 1875	At 1 o’clock on Saturday six ironclads of the Channel Fleet — the Warrior, Hector, Vanguard, Iron Duke, Penelope, and Achilles — arrived at Kingstown from Belfast and anchored in double line about two miles outside the harbour. the Warrior, with Vice-Admiral Tarleton on board, heading the Squadron. They left Belfast Lough at 7 o’clock on Friday evening and proceeded down the Channel with great steadiness and caution. Before starting the officers were entertained at a luncheon by the Mayor. In responding to the toast of his Health, Vice Admiral Sir John W. Tarleton, K.C.B., anticipating the desire to hear something of naval matters observed that in the first place they should have a powerful ironclad Navy to cope with the fleets of the world; secondly, they required a powerful ironclad squadron to protect the Colonies in all parts of the world. Thirdly, they required for the defence of their home ports, vessels of the Devastation type, turret-ships which would be able to bid defiance to any foe that might attempt to enter their ports. Beyond that they required a fleet of gun-boats. With these and a well-organized system of torpedoes around their coast they would, he thought, be unapproachable. He thought Belfast Lough particularly fitted for defence by torpedoes. He could not say he was quite satisfied with the equipment of the fleet, but they were progressing satisfactorily. There was a question of money, and he was sure the town of Belfast had no wish to stint the Navy. He thought that in the event of war they would also require a large fleet of cruisers to protect their commerce, and Government would have no difficulty in obtaining vessels from such men as Mr. Harland and from the various steam companies, and when fitted with a 68-pounder chase-gun ships of their speed would be most efficacious. He thanked the Mayor and people of Belfast very warmly, in the name of the officers, for the reception they had given the squadron. As the vessels came to anchor the batteries at the end of the east pier and at Sandy Cove fired a salute which was taken up by the yachts in the harbour. The vast proportions, strength, and power of the ships rendered them very impressive, and the day being fine, a large number of people flocked from the city and neighbourhood of Kingstown to see them. The clubs and vessels have hoisted flags in honour of the fleet, whose presence affords pleasure to all classes.
Fr 3 September 1875	(By Telegraph.) (from our own correspondent.) DUBLIN, Sept. 2. Intelligence reached town to-day that as the Reserve Squadron, which left Kingstown yesterday at half-past 11 o’clock, were proceeding down Channel to Queenstown, the Iron Duke ran into the Vanguard in a fog off Wicklow Head, and sunk her. All hands were saved. The following are the particulars so far as they have been yet ascertained. The Squadron kept north of the Kish Light in order to clear the bank, and steamed steadily on. About 1 o’clock the ships became enveloped in a dense fog, in which they could not see each other. Speed was slackened, and when distant about eight miles from Wicklow Head, the Vanguard, which was then going at about seven knots an hour, put the helm hard a-port in order to avoid collision with a large sailing vessel The Vanguard obeyed the helm, when the bowsprit of the Iron Duke, which was about a cable length astern, was faintly observed pointed right amidships. The alarm was immediately raised, and the order to reverse engines was given; but almost at the same moment, before the engines could be got into effective play, the ram of the Iron Duke struck the Vanguard about 4ft. below the water line, between the main and mizen masts, and made a great chasm in her side. Providentially the ship was built in watertight compartments, or the doom of the Vanguard with its living freight would have been instantaneous. The vessel was kept afloat for nearly an hour, and in that time the safety of every one on board was secured. When the terrible fact of the collision was known the Iron Duke put back and immediately lowered her boats, and her officers and crew exerted themselves with the utmost energy and zeal to save the crew of the Vanguard. Captain Dawkins, when the accident occurred, was on the bridge, and remained at his post until the last moment superintending the arrangements for the transfer of his men, and manifesting the utmost self-possession and courage throughout the trying scene. The Vanguard sank in 59 minutes in 19 fathoms, and the topgallant mast alone is now above water. The other ships of the Squadron continued their course to Queenstown, apparently unaware of the calamity which had happened. The Iron Duke returned to Dublin Bay at 3 o’clock this morning, and sent a boat ashore to communicate the unwelcome tidings. She brought with her all the officers and crew, numbering altogether 500 men. She sustained no injury beyond the loss of her bowsprit, jibboom, her figure head, and their gear. Three of the Vanguard’s crew sustained injuries; all the property on board was lost except three boats. A favourite dog belonging to the Captain also went down with her. Vice-Admiral Tarleton will return in his yacht, the Hawk, with workmen from Haulbowline, to see whether the wreck can be raised. Midnight. The strictest reserve is kept on board the Iron Duke, and access to reliable sources of Information is closed with jealous vigilance. Persons seeking admission, unless in an official capacity, are sternly warned off, and various devices have been resorted to in order to learn all the particulars of the occurrence. The public is manifesting an eager desire to get a full and authentic narrative. Facts, however, are of necessity comparatively few, the accident being unattended with any of the calamitous consequences which have invested other collisions on the deep with tragic interest. The disaster happened within a couple of hours after the Fleet had left Dublin Bay. The first account did not reach Kingstown until half-past 2 o'clock this morning when, the Iron Duke having returned with the rescued crew, a boat with a special messenger was sent ashore to communicate the tidings to the Commander of the Coastguard. The fog obscured the ships from the view of persons on shore, and although the squadron had been seen shortly before proceeding in stately pomp, their disappearance from view inspired no apprehension. They had passed along the Irish Coast in its most rugged parts without meeting with any reverse, and no fear was felt as to their continued safety. The news of the occurrence was spread with electric rapidity through the city this morning, and produced a profound impression. It was only a few hours previously that the appearance of the ships inspired a sense of pride and almost of awe at the tremendous power which they seemed to embody, and the last thought which was likely to strike the mind of an observer was that in an instant the strength which every means had been used to render irresistible should have received a fatal shock. Some surprise is expressed that they left the harbour in hazy weather, but the fog appears to have rather suddenly surrounded them after they had started. It was quite enough to detain the Holyhead boat, which is usually punctual, and the mails were not delivered last night in consequence. The ships were proceeding at the rate of 12 or 14 knots an hour when it came on, being desirous of keeping their appointed time in Queenstown. The speed was reduced, however, when the fog came on. and they were running at not more than half the former rate. At 12 50 p.m. the Vanguard watch observed a large vessel coming down upon them, and the helm was put hard aport to clear it. The Iron Duke was then in the wake of the Vanguard at a short distance, and the sudden check in the course of the latter vessel had the effect of bringing them closer, and turning her broadside to the former, which, unaware of the obstruction, had made no corresponding motion, but continued on its tack. Before the engines of the Vanguard could be reversed, when the bow of the Iron Duke was dimly observed through the fog, the ram struck her amidships with resistless force and stove in her side. After the shock of the collision the ships recoiled and separated, but the effect was at once perceptible. The shattered ship began instantly to feel the sea rushing through a terrible gash in her side. The emergency was urgent, and every nerve was strained to save the lives of those on board. Had a heavy sea been running at the time, and had the Iron Duke lost sight of her colleague, the fate of every one on board —over 300 men — would have been inevitably sealed. As it is, the nation is spared the grief which such a calamity would occasion. The Iron Duke got as near as was consistent with a sense of prudence, sharpened as it was by so terrible a warning, and, the launches and every available boat of both ships having been rapidly lowered, all hands were transferred to the Iron Duke. There was no thought of saving any of the property on board the Vanguard. Every moment was precious, and the energies of all on board both ships were concentrated upon the one object — the preservation of the lives of the survivors, who retained the clothes they wore and nothing more. All else that they valued has gone into the depths of the sea, but is not, it is hoped, irrecoverably lost, as efforts will, it is understood, be made as soon as possible, to raise the sunken ship. Hardly had the anxious task of rescuing the crew been accomplished, and the last man of the Vanguard been received on board the Iron Duke, when the disabled vessel whirled round two or three times, and then suddenly sank in 19 fathoms of water, and only the end of her topgallant-mast now appears above the water to mark the scene of the disaster. The spirit of both crews was severely tested in that trying hour, when the hearts of many who would not quail at the sight of an enemy might have sunk within them at the prospect of such a doom as seemed almost inevitable. The discipline and courage of the Service were never more admirably proved. The engine-room of the Vanguard first began to fill, and the engines were stopped. Captain Dawkins was earnest in impressing upon his men the necessity of preserving order and self-command and in pointing out the fatal consequence of any confusion, and his expostulations were effectually seconded by his officers. The accident occurred between the Kish and the Codlin lightships, about 15 miles from the Man-of-War Roads in Dublin Bay, where the Squadron had been anchored. The Iron Duke remained at anchor near the spot for some time, and returned to Dublin between 2 and 3 o'clock this morning. The Vanguard was known in Kingstown, where she was for years stationed as the guardship, and much sympathy is felt for Captain Dawkins, who won the respect and esteem of all who came in contact with him by his frank and genial manner. Latest Particulars. The Iron Duke is a double-screw armour-plated ship, 3,787 tons burden and 800-horse power, armed with 14 guns. The Vanguard had also 14 guns, and was of the same class in strength and power as her consort. She was only 13 tons less in tonnage. The Squadron, after leaving their moorings, rounded the Kish Light at 11, and shortly afterwards the fog enveloped them. Signal guns were fired, the reports of which were heard in Kingstown. The Vanguard was then in the track of the Warrior, under easy way, the Iron Duke coming next in line after her, but owing to the thickness of the fog the ships could not see each other. Shortly after 1 o’clock a schooner was seen on the starboard bow of the Vanguard, and to avoid her the latter steered to the port side. She had just effected the movement when with a terrific crash the ram of the Iron Duke ran into the Vanguard on the port side amidships, abaft the main deck battery. The Vanguard reeled under the force of the blow, but then righted herself, and the Iron Duke receded and the water rushed in through the rent as through an open sluice. The sea was particularly calm, and the wind light at the time. The other vessels pursued their course, the fog still covering them, and knew nothing of the accident until the news was telegraphed to Queenstown to-day and to the Admiralty. The Vanguard settled down rapidly. and about 2 15 p.m. sank stern first with a deep plunge. Care has been taken to keep dear of the sinking ship. The total number of her officers and men was about 360. She was built in Birkenhead by Messrs. Laird, and cost £252,900, but with all her fine fittings and property on board her value is estimated at £550,000. She is a sister ship to the Defence and Iron Duke. She was to have been stationed again in Kingstown for the winter. The place was visited to-day by the Commissioners of Irish Lights, and a bell buoy and light-ship will be placed near her as soon as possible. The ram of the Iron Duke struck the joint bulkhead of two water-tight compartments, causing the sea to enter in through the windows of the Captain’s cabin, thus depressing the stem of the Vanguard. Captain Hickley, the navigating lieutenant, is an officer of great experience. So prompt and active were the efforts to rescue that the hands were all transferred on board the Iron Duka in little more than half an hour.
Fr 3 September 1875	LOSS OF HER MAJESTY’S SHIP VANGUARD. We have received the following lamentable intelligence from the Admiralty:— "The Lords of the Admiralty much regret that news has been received that Her Majesty’s ship Iron Duke came into collision with Her Majesty’s ship Vanguard during a dense fog this morning, at 12 50, off Wicklow. "All lives were saved. "Her Majesty’s ship Vanguard has, unfortunately, sunk in 19 fathoms water. "Admiralty, Sept. 2." Lloyd’s Agent (Dublin) telegraphs :— "Her Majesty’s ship Vanguard is reported sunk in 15 fathoms water south-east of Bray Head. Run into by frigate Iron Duke, which has arrived in Dublin Bay with loss of jibboom. All hands of Vanguard reported saved." (ANOTHER ACCOUNT FROM LLOYD’S.) "Last night, during a fog, Her Majesty’s ship Iron Duke, while proceeding with the Reserve Squadron of the Channel Fleet to Cork, ran into Her Majesty’s ship Vanguard, and sunk her. No lives are believed to have been lost. The collision occurred eight miles from Bray Head, the Vanguard sinking in about.one hour. "The Iron Duke has returned to Kingstown with bows stove and fore rigging carried away. She now lies at anchor in the Man-of-War Roads."
Fr 3 September 1875	A lamentable disaster has befallen the British Navy. A little before 1 o’clock yesterday morning the Iron Duke ran into the Vanguard in a fog, off Wicklow Head, and. the latter vessel sank in less than an hour. The two ships belonged to the Reserve Squadron of the Channel Fleet, and were steaming along the Irish Coast on their way to Cork, The account we have is that the Squadron became enveloped in a dense fog, so that the ships could not see each other. Speed was slackened, and at the time of the accident the Vanguard was going about seven knots an hour. A large sailing vessel came across the track, and the Vanguard's helm was put hard astarboard to avoid a collision. A moment afterwards and the Iron Duke was discerned coming on with its bowsprit pointed right amidships of the Vanguard. The order was instantly given to reverse engines; but it was too late. "The ram of the Iron Duke struck the Vanguard about four feet below water-line, between the main and the mizen masts, and made a great chasm in her side." If the latter ship had not been built in compartments, she must have sunk at once, with every one on board. As it was, she was kept afloat for an hour, and every one was saved. The Iron Duke returned to Kingstown, with the officers and crew of the Vanguard, numbering altogether 500 man. The other ships of the Squadron continued their course, seemingly unaware that anything had happened. Such are the circumstances of this extraordinary accident, which will engage public and professional attention to a degree exceeding any that has occurred since the loss of the ill-fated Captain. Fortunately, in this case there is no lots of life to harrow the feelings. A ship's crew have not suddenly gone down into the deep, leaving few or none to tell the tale of disaster. The loss is only a money loss, and we may almost look upon the occurrence as a grand and costly experiment, made involuntarily, but not less effectively, on the powers and peculiar perils of the ships which have replaced the wooden walls of England. The Iron Duke and the Vanguard were sister ships. They were double-screw armour-plated steamers, each carrying 14 guns, and fitted with engines of 800-horse power. The Vanguard was of 3,774 tons, and the Iron Duke nearly the same. Each was constructed with the usual powerful ram, and each was built in water-tight compartments. The ships, therefore, were in every respect a fair match, and what occurred in the fog of yesterday morning may be considered as the image of what is likely to come to pass whenever two such vessels meet in war. It is not the case of a small vessel overwhelmed by a great one, vastly higher and heavier than itself. The Vanguard was fairly sunk by a ship of its own size, exactly as it is contemplated by constructors that ships should be sunk in action. The ram of the Iron Duke was involuntarily applied to its legitimate purpose, and made the precise "chasm" in the side of its consort that it was constructed to make in the side of an enemy. It is further to be observed that no great power was put forth. The fog was dense, the Squadron had slackened speed, the Vanguard was steaming at the moderate rate of seven knots, and we may suppose that the speed of the Iron Duke was about the same. The Vanguard was launched only five years ago, and is therefore a specimen of a very developed type of naval construction. She is protected by armour-plates six and eight inches thick, and is in every respect one of the ships on which the nation would rely for the maintenance of its naval supremacy. But we find that a ship of precisely the same class running into her at a very moderate rate of speed is able to destroy her utterly. Iron armour-plates of enormous thickness, wrought by the most approved process, tested scientifically by years of experimental firing at Shoeburyness, are crushed like cardboard by that ram, impelled with the tremendous momentum of a vessel of 3,800 tons. The result is certainly what has been maintained from scientific considerations. The advocates of the ram have always said that the most powerful missile a vessel could direct against an enemy was itself, and that whenever a steam-propelled ship going at full speed could drive fairly into another vessel, the latter would have little chance of continuing the action, even if it did not go immediately to the bottom The manoeuvre of the assailing vessel might be difficult or perilous; it might possibly do serious damage to the assailant; but, if successfully accomplished, it would be decisive. This anticipation has certainly been verified in the present instance. There can be no question of the efficiency of the ram as a weapon in naval warfare. This collision will confirm the idea which was suggested by the battle of Lissa, between the Austrian and Italian Squadrons, in 1860. On that occasion the ships, both iron and wooden, endeavoured to run down their adversaries, and the tactics of ancient naval war were revived. The Austrian line of battle ship Kaiser, a wooden vessel, with Admiral Tegethoff on board, ran into the Italian ironclad Ré d’Italia, one of the finest vessels afloat, and the latter sank like a stone, with her whole crew of more than 600 men. The importance of these incidents in giving a probable notion of future naval war, and enabling us to prepare for it effectually, need not be dwelt upon. The fatal powers of a ship possessed of superior speed and armed with a ram which makes a gash in an enemy’s iron plates below water line may be taken as an established fact, which no naval Power will neglect. In this respect the powers of attack surpass the means of defence. There is something which no protecting armour will resist, and against which, it would seem, superiority of tonnage or weight of metal will be of little avail. There is a weapon against which direct resistance is almost hopeless, the only hope lying in a skilful evasion of the shock. On the other hand, the fate of the Vanguard will surprise a good many people. She was built in compartments, and when she was rammed by the Iron Duke the advantage of this construction certainly received a conspicuous proof. It allowed the ship to keep afloat for an hour, and in that time every man was safely got on board the Iron Duke. Had there been no water-tight compartments, the Vanguard would certainly have sunk in five minutes, and the greater part of the crew would have perished. Still, this is not all that is expected from water-tight compartments. The intention of those who construct a vessel after this fashion is that it should not sink at all — that it should be able to leave an action, shattered perhaps and disabled for war for the time, yet secure against being engulfed by the waves. The power of keeping afloat for an hour would be of little use a hundred miles from the shore and with no friendly vessel near. Our Portsmouth Correspondent mentions that the naval officers at that place were incredulous when the first news of the accident reached them. It was difficult to understand how a ship containing water-tight compartments and bulkheads could be sent to the bottom. Yet the fact proved to be so, and the solution of the matter will be one of the most interesting results of the forthcoming inquiry. What is the nature of the security afforded by such a construction as the Vanguard exhibited, and as has been applied to so many other ships in Her Majesty’s Navy? Was there anything exceptional in the construction of the Vanguard, or is the confidence too absolute which officers and crew, and the nation which sends them forth, place in the principle of building in compartments? Or was the shock received by the vessel so powerful or so unfortunately applied at a particular point as to nullify the advantages of the system? No attention which can be given to these subjects will be wasted, and they may be more effectually examined since in this case there will be no want of eye-witnesses capable of forming an accurate judgment. Whether it will be possible to raise the ship itself is a matter on which we cannot pronounce an opinion, but as she has only sunk in a few fathoms water, and her masts may still be seen above the surface, there can be little difficulty in ascertaining the extent and position of the injuries she sustained.
Fr 21 July 1876	Admiral Ryder, appointed to the command of the Audacious, 14, double-screw iron ship, armour-plated, 6,034 tons, 4,021-horse power, which is being fitted at Chatham dockyard as the flag-ship for the China station, to relieve the Iron Duke, has arrived at Chatham to superintend the fitting out of the vessel.
Ma 4 October 1880	China.— Letters have been received from the Commander-in-Chief in the Vigilant, at Yokohama, up to the 12th of August. Had arrived from Okosiri Island on the 12th of August. The Albatross, arriving at Nagasaki on the 11th of August, remains. The Comus arrived at Yokohama from Hongkong on the 30th of July, and remains. The Encounter, Senior Officer of the North China Division, was at Shanghai on the 21st of July. The Fly was on passage to Kobé. The Foxhound arrived at Hakodadi on the 3d of August. The Iron Duke left Okosiri Island for Hongkong on the 6th of August. The Lapwing returned to Tientsin from Cheefoo on the 9th of July and remains. The Lily was at Shanghai on the 21st of July; would relieve the Mosquito at Hankow. The Modeste would leave Yokohama to be docked at Nagasaki about the 19th of August. The Mosquito was at Hankow on the 3d of July; would be relieved by the Lily. Hongkong.— Letters received from the Commodore up to the 23d of August state that the Iron Duke arrived from Japan on the 18th of August, and was taken into Aberdeen Dock on the 20th; was undocked on the 20th of September. The Kestrel, en route to Singapore, was detained at Manilla until the 7th of August by bad weather. The Moorhen would be ready for sea by the 20th of September, and would proceed to Singapore to relieve the Kestrel. The Pegasus was at Hongkong for general service. The Sheldrake was at Foochow. The Swinger was at Amoy.

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