|Launched||2 February 1862|
|Builders measure||835 tons|
|Extracts from the Times newspaper|
|Tu 25 July 1865||The Lords of the Admiralty arrived at Portland on Saturday afternoon from Plymouth and were received with the customary salutes from the Channel fleet in the Roads. After visiting the fleet they proceeded to Weymouth on board the Trinculo gunboat, and after a short sojourn reembarked on board the Admiralty yacht Enchantress and proceeded to the eastward on Sunday afternoon at 3 o'clock. The Enchantress arrived at Portsmouth at a late hour on Sunday evening from Plymouth and Portland. Their Lordships disembarked from the yacht at the dockyard yesterday morning, and returned to London by the 11 a.m. train. She afterwards sailed for the eastward to be in attendance upon the Board during the forthcoming annual visit of inspection (so-called) to the different Royal naval ports.|
Her Majesty's ironclad screw steamship Prince Consort, 35 guns, Capt. George O. Willes, C.B., and the ironclad screw frigate Achilles, 20 guns, Capt. Edward W. Vansittart, arrived in Portland Roads on Sunday last from Plymouth to rejoin the Channel squadron.
|(various)||this gets replaced|
|Ma 27 September 1869|
THE CRUISE OF THE LORDS OF THE ADMIRALTY.
HER MAJESTY’S SHIP AGINCOURT, 30 MILES SOUTH OF CAPE CLEAR, Sept. 24.One of the latest official acts of a Vice-Admiral commanding a division of the combined Fleet previous to its sailing from Lisbon was on the occasion of the King's visit to the Fleet, when the gallant officer, who must have been in a chronic state of "protest" signalled to the Agincourt, "I think it unsafe to man the upper yards!" Of course, the upper yards were manned with all the others, but what could have induced a British Vice-Admiral to hoist such a signal with ships lying at anchor in perfectly smooth water must for ever remain a mystery which no one can ever possibly understand.
In pleasing contradistinction to this were the last official acts of the Lords of the Admiralty themselves previous to the Fleet leaving Lisbon, in a visit paid by them, during the time the Fleet were preparing to weigh their anchors, to the Royal British Naval Hospital on shore. Their Lordships, accompanied by Surgeon E.O. O'Brien, of the Agincourt, and Flag-Lieutenant the Hon. E.S. Dawson, left their flagship at 7 o'clock on the morning of Thursday, the 16th inst., for the hospital, where they spent nearly a couple of hours in its inspection, and on leaving expressed their perfect satisfaction with the existing arrangements. The hospital consists of a couple of large houses thrown into one, with a spacious garden extending from the back of the building towards the banks of the Tagus, and commanding extensive views — on the one side of the seacoast as far as Cape Roca, and of the Cintra mountains and intervening country, with the northern suburbs of Lisbon. On the other side, the view extends over the city of Lisbon and the Tagus, with the curious cone-shaped hills on its southern bank, crowded with the ruins of Moorish fortifications, and its scattered villages. The hospital was founded some years ago by the British Admiralty purchasing the property on the recommendation of Sir Sydney Dacres. At the time of their Lordships' visit there were only two patients in the hospital, but when the British fleet is wintering in Lisbon harbour there are often as many as 50 patients. The establishment appears to be very economically conducted, the entire permanent staff consisting only of one naval assistant-surgeon, one storekeeper and clerk, one cook, and a labourer. When sick seamen are sent to the hospital from one of Her Majesty’s ships seamen nurses are also sent with them. Sixty beds are altogether ordinarily available.
Immediately after their Lordships' return from their visit to the hospital signal was made to "weigh," and about half-past 10 the Agincourt was leading the Fleet out from the Tagus in two grand columns at slow speed past the King's Summer Palace at Belem, on the central verandah of which the King stood waving his farewell to the Fleet. The guns of the Admiralty flagship gave a Royal salute of 21 guns, the Castle of Belem returned the compliment, and the ships then formed in single line and increased the speed of their engines to cross the "bar" outside the Bugio fort and between the Cachopo shoals. After getting well outside the bar the Fleet was formed in three columns of divisions, and steered on a north-westerly course. The black boulder-strewn mountains of Cintra stretching inland from Cape Roca were soon brought on the starboard beam, and as the Cape was closed upon by the ships a fresh breeze met them, with a head-sea of sufficient strength thoroughly to wash the dust of Lisbon from off their bows. Sail was then made, and steam only used for the night sufficient to prevent their dropping over to leeward. A marine invalid, sent on board the Pallas from the Royal Oak for passage to England, died during the day, and that most solemn of all religious services, a burial at sea, was performed in the evening.
The wind and sea both fell during the night, and the next morning bringing back a return of the old brilliantly fine weather, a light wind, and a smooth sea, advantage was taken of the opportunity for a last day's grand drill in steam evolutions by the Fleet, it having been decided that the Mediterranean division should part company in the evening, and return to its station, the Cruiser at the same time being detached from the Fleet, and ordered to make the best of her way to the Rock of Gibraltar, in advance of Vice-Admiral Sir A. Milne's squadron. The signal "Prepare for action," preceding the steam evolutions, having been given, all the ships struck topgallant masts and upper yards, and ran in their jib-booms and bowsprits in readiness to "ram," as opportunities offered during the engagement, and then beat to general quarters. In getting in the jibboom on board this ship an accident occurred to one of the boatswain's mates, which in the most favourable form of anticipated results will most probably cripple the man for the remainder of his life. He was standing on the heel of the bowsprit, directing some work going on aloft, when the boom came in along the bowsprit with a sudden surge and jammed the man's feet between its heel and the roller on the heel of the bowsprit. The right foot acted as a buffer to the left, and consequently sustained the greater injury. The main bones were not broken, but the ankle-joint was forced open, and all the ligaments were divided. No examination of the small bones of the foot could be made, owing to the nature of the injury.
The steam evolutions were commenced about 10 a.m., and lasted, with one hour's interval, until 5 p.m., and comprised:—
Column in line on port beam of leader.
Course altered together eight points to starboard.
Course altered together to E.N.E.
Course altered together to N.N.E.
Single column in line abreast.
Columns of divisions in line ahead.
Single column in line ahead.
Columns of divisions in line abreast.
Columns in quarter-line on starboard wing ship.
Columns in line abreast, changing to subdivisions.
Single column in line abreast.
Columns of subdivisions inline ahead.
Columns in quarter-line, four points abaft starboard beam of leaders.
The last formation made was three columns of divisions inline ahead. This brought the Mediterranean ships — Lord Warden, Prince Consort, Caledonia, Royal Oak, Bellerophon, and Enterprise in one line in the centre, and signal was now made to part company, the Agincourt making "Farewell. The pleasure of your company with this squadron has been great." The Lord Warden, in reply, signalled, "Admiral returns thanks in name of the Mediterranean Squadron, and wishes you a pleasant passage." The guns of the Lord Warden then fired a salute of 19 guns to the Admiralty flag at the main of the Agincourt, which was returned by the Admiralty flagship with 15, and the Mediterranean division, led by Sir Alexander Milne's flagship, steamed out from its position between the starboard and port columns, each ship as she got out ahead of the Agincourt porting her helm and reversing her course round the latter ship's bows. It was a very stately and effective mode of departure, and, as a steam evolution simply, was the best executed of all by the Mediterranean ships since they had formed a division in the fleet. A few hours more and the Channel and Mediterranean squadrons were each out of sight of the other as the one steered north and the other south. The sea which was, as already stated, unusually smooth at the commencement of the evolutionary drills, got up a long westerly swell as the day wore on, which more or less affected all the ships, and developed their rolling propensities in good style. The maximum heel of each ship was signalled just previous to the departure of the Mediterranean squadron, but in many cases the figure given was so absurd that the return became more than valueless — it was mischievous. For instance, while the Minotaur, as one of the steadiest ships in the fleet, signalled correctly that she rolled 20 deg., another ship, which rolled considerably more than she had done, signalled her maximum amount of heel as 3 deg.! The Monarch turret-ship rolled much less than any other ship in the fleet. In fact, from 3 deg. to 4 deg. each way in the heaviest beam swell she caught was about the most she would roll, and in this way she again showed her great superiority as a gun-platform over the broadside ships.
During the time the evolutions were going on, after the westerly swell set in, the Agincourt, Minotaur, and Northumberland rolled very evenly together at eight rolls per minute, the Bellerophon, Royal Oak, Caledonia, Prince Consort, Pallas, and Lord Warden rolling much deeper and quicker. The Inconstant, next to the Monarch, was the steadiest ship in the fleet, and the Hercules took rank with the three five-masted ships. The swell, however, was towards the close of the afternoon very uneven in its character, and some very extraordinary effects were produced. The Bellerophon, as an instance, at times rolled much more than even the Royal Oak or the Pallas; and the Agincourt. immediately after the Mediterranean ships had parted company, suddenly fell into such unsteady ways as to roll 22 deg. to port and 20 deg. to starboard in a series of continuous swings, taking in the water liberally through her main deck and stern gunports, and doing this at a time when the Minotaur and Northumberland, at some five or six cables' distance on her weather beam, were lying comparatively motionless. Such uneasy motions of the sea could only be due to some gale past or to come, or, as presaging a change of wind. It proved to be the latter, for during the succeeding night the light wind veered gradually round to the south-west, and in the first watch on Saturday morning all plain sail was made, and the ships were steering with a fair wind for the appointed rendezvous, to meet the Helicon, with mails from England, 20 miles west of Cape Finisterre. It had been arranged that the Warrior should meet the fleet off Corunna, in order to give the Inconstant a trial of sailing with her, but it had now became known that the fine old frigate would be unable to join the squadron until its arrival at Pembroke from Queenstown, owing to some delay in docking her at Portsmouth. At noon on Friday the ships were 220 miles distant from the rendezvous, and on Saturday at noon 100 miles. Saturday on board the several ships was, as usual, a general cleaning-up day, and nothing of special interest occurred as the ships held their course for the rendezvous before the south-westerly breeze. During the night rain fell heavily, and the wind falling very light early the next morning, Sunday, the screws were set going. At 9 o’clock in the forenoon the rendezvous was reached, Cape Finisterre with its light-tower looming above the morning haze on the starboard beam, and a sharp look-out was kept for the smart little Helicon, which soon afterwards hove in sight and delivered her despatches and mails on board the Agincourt by 1 p.m. She brought news of rough weather in the English Channel, and had up to that morning been steaming against a strong south-westerly wind.
It had been arranged that morning that on the following day (Monday) the ships should run into Corunna Bay and anchor there for the day, to give an opportunity for a visit being paid to the Spanish Dockyard and Arsenal at Ferrol; but this intention was balked in its execution by a sudden change in the weather, which led up to as pretty a gale, although a brief one, as any one might wish to see on the skirts of the Bay of Biscay. The barometer, which at noon was at 30·09, fell rapidly during the afternoon, and as it fell the wind and sea rose, a lurid blackness gathered on the horizon, and it soon became evident that rough work was at hand. The intention to go into Corunna was at once, under these new conditions, given up, and signal made to steer a north-easterly course, with directions to the Pallas to make the best of her way to Plymouth Sound. The wind grew into a gale during the night, and at daylight the next morning the scene was grand as the ships scudded along under close-reefed topsails and fore courses, with the wind lashing the sea into great ridges of broken water, the crests of which were blown away in gray masses furiously to leeward. At 11 a.m. the barometer was down to 29·27, the wind blowing excessively hard, and especially so in the squalls. It was impossible to see exactly what other ships than this were doing, but the Monarch, Hercules, and Inconstant appeared to be steering very wildly. All had quite enough to do. The Agincourt had 50 men employed in steering her, 14 at the wheel and the remainder at the relieving tackles, and even then at times she was almost unmanageable, taking charge of her wheel once and throwing one of the men up against the beams under the poop, and cutting a gash in his forehead of some inches in length, but fortunately without any material injury to the bone. The straps of the relieving tackle were carried away three times, and one bolt was drawn during the fore part of the day, the ship’s ordinary measure of rolling being about 22 deg. each way. At 10 30 a.m. she took a sea aboard that burst open the garboard strakes of the first cutter hanging at the davits on her starboard quarter, and then, swinging through an arc of quite 50 deg., sent everything movable, on or between decks, flying. Men were on their backs in a moment and sliding away at a great pace for the lee scuppers. In the officers’ cabins the furniture and fittings, not thoroughly secured, were shot out of their places and dashed against each other to their common destruction. In the wardroom mess the chairs flew wildly from side to side, the long table broke loose from its deck fastenings and doubled up in a broken arch amid the general wreck, and the few officers off duty and in the room at the time had to cling with all their strength to the iron columns supporting the deck above, and kick out furiously at the passing chairs to prevent their own legs being broken by them. The wind about this time backed the ship off from her course five points, split her foretopmast staysail, and, coming out at N.N.W., jammed the ships over to a leeward position in the bay. About 1 p.m. the mizen topsail was taken in, and the ship became afterwards a little more manageable than she had been during the preceding part of the day. The Helicon, in obedience to signal, parted company with the flagship and steamed away at her best against the gale for Queenstown, with orders to look out for the fleet, on the weather moderating after her arrival at Queenstown, with the Enchantress, 30 miles south of Cape Clear. During the after part of the day the wind lost a good deal of the violence it had exhibited in squalls during the previous part of the gale, and about 4 p.m. the clouds overhead opened for a couple of minutes, enabling the navigating officers to take observations and fix the exact positions of the ships. With the wind northing the barometer rose again, and at 9 p.m. it had reached the point it originally fell from when first indicating the gale — 30·09. This ship, with the Minotaur and Northumberland, kept well together, but at sunset the Monarch was only just distinguishable astern of them, and the Hercules, with the Inconstant, was altogether out of sight.
Dinner was a great difficulty, no doubt, on board all the ships in the evening, for although the wind gave indications of blowing itself rapidly out, now that it had got to the northward, there was a heavy broken sea running, in which the ships were rolling deeply. Here, in the wardroom mess, the dislocated table was brought into joint again, ballasted with "puddings" 20 feet long, and a many-stringed "fiddle," and dinner was eventually managed, notwithstanding the violent plunges and rollings of the great ship. Numbers of the men, during the time the gale had already lasted, had suddenly found themselves thrown on their beam ends on the deck, but all had escaped with slight bruises except in the instance of the man referred to at the wheel, and that of a marine who met with a most extraordinary bit of experience. A capstan bar got adrift from its place between the maindeck beams, and, striking the marine with great force on the back of his head, actually broke itself into two pieces. One of those next struck an arm rack, smashed it up and liberated the arms, a cutlass sent adrift sticking its point into the marine's foot before he could comprehend what was the matter with his head. On being examined by the surgeon it was found that his skull was not broken, and that a piece of ordinary sticking plaster was all that would be required for its cure! His foot will take a little longer to heal.
The wind blew heavily from N.N.W. and N. all the next night, and the ships rolled very much, the Agincourt washing away her port life-buoy. On Tuesday morning the wind had moderated further, and down to a steady breeze from W.N.W., with the sea rapidly smoothing down, and the ships began to unfold their wings again (the Monarch had re-taken her station in the weather division), and under increased sail, with their screws moving at slow speeds, worked up to windward again for Cape Clear from their leeward position in the bay. In answer to signals from the Agincourt, the Monarch and Minotaur replied that they had sustained no injury from the gale, but the Northumberland's answer, unfortunately, was very different. Two of her seamen had been lost overboard. She had also sustained some damage to boats and boats' davits, but such matters become insignificant before the fact of the loss of life. The Hercules rejoined the fleet soon after noon on Tuesday, completely crippled aloft by the gale. She had sprung her foretopmast head, split fore and aft trysails, sprung main gaff, carried away spanker gaff and mainstay, and washed away the hand lead platform and stem hawse-pipe plugs. In answer to signal she replied that during the gale the fore part of her rudder was "locked," but that it was found impossible to steer the ship under the easy sail required to keep station. (The Hercules, Inconstant, and Monarch are all fitted with rudders on the balance principle, but the Hercules' rudder is jointed near the pivot, and with the fore part locked it assumes the action of an ordinary rudder. The rudders of the Monarch and Inconstant, on the contrary, are not jointed.) At noon on Tuesday the position of the Agincourt and ships in company was lat. 46 5 N., long. 7 18 W. The weather continued fine, and the sea smoothed down to a perfect calm, the wind veering out to S.W. again, and giving the ships a free course. As no signs of the Inconstant were yet visible the ships spread out over a line from E. to W., about 18 miles in length, to look out for her, and stand in for sighting Ushant, at noon making lat. 47 25 N., and long. 6 29 W. At sunset sail was shortened to topsails for the night, but at daylight the next morning, Thursday, sail was again made to royals, and as there was still a fair and moderate whole-sail breeze, the engines were stopped, and the ships held on under canvas alone. At 8 a.m. Ushant bore E. ¾ S., distant 22 miles, and, as no Inconstant was yet in sight, the Hercules was detached from the other ships with instructions to cruise off the Cape until 4 p.m. the next day, Friday, if not falling in with the missing frigate before, and then follow on to Cape Clear and Queenstown. The Agincourt, Minotaur, Northumberland, and Monarch, from Ushant, took a course for the rendezvous off Cape Clear, under all plain sail to topgallant sails, with a steady and fair wind. At 5 p.m. a thick fog set in and continued through the night and until 5 p.m. to-day, when the fleet had reached its rendezvous, 80 miles south of Cape Clear. The fog now suddenly lifting disclosed the Helicon again true to her trust, close aboard the Agincourt.
6 p.m.The Helicon leaves the fleet again at once for Queenstown, and I have therefore barely time to close this letter and send it by her.
The Inconstant has not yet been seen, but no fears are entertained for her safety. She was last seen by the Monarch at 5 p.m. on Monday last, the day of the gale, and she was then running under her foretopsail to leeward. The conclusion I arrive at, although, of course, all the time she may be close to us somewhere in the thick fog, is that she met with some damage to her backstays or spars during the gale, and bore up for Corunna to make all secure.
We lay off here until daylight on Monday, when we go into Queenstown, and the Lords open the new dock.
|We 29 September 1869|
THE CRUISE OF THE LORDS OF THE ADMIRALTY.
H.M.S. AGINCOURT, QUEENSTOWN ROADS, Monday, Sept. 27, 8 a.m.After the Helicon left this ship and her three consorts at the rendezvous 30 miles south of Cape Clear on Friday last, on her return to Queenstown, the fog which had prevailed along the coast cleared off, and was succeeded by a strong wind and a nasty tumble of a sea, in which the four ships occasionally rolled and pitched to perfection. The monotony of the cruise, after the gale of the 20th, up to the time of reaching the rendezvous, had been sufficiently tiresome, and it only required this additional experience of an Irish swell off the stormy Cape, during a 40 hours' standing off and on under small canvas, to make every one on board the several ships begin to wish the cruise at an end. As, however, Monday morning was the time appointed for the ships to enter Queenstown harbour, there was nothing left for grumblers but a proper resignation to their fate, and an opportunity of appreciating the method of passing a couple of days at sea in "using up" time. Being now in the direct track of ships bound for the Channel, a number of vessels of various rigs were in sight on Saturday morning, and the bark Jessie Jamieson made her number with the commercial code of signals. At noon, there being no appearance of the Inconstant, the Monarch was directed to steam in and make the land, to ascertain if the frigate was anywhere inshore of the squadron. The Enchantress, Admiralty yacht, Staff Commander Petley, arrived at the rendezvous about 2 p.m. from Devonport, with Admiralty despatches and mails, which were with some difficulty got aboard, after which she was sent on to Queenstown. At 6 p.m. the Monarch rejoined, after having sighted the Fastnet-rock Light and the Cape, without seeing anything of the Inconstant. The state of affairs now began to look serious, as the papers brought by the Enchantress contained no notice of the frigate’s arrival at Corunna or Ferrol; but anxiety was happily dispelled yesterday morning at daylight, by the frigate being found in company with the squadron. The reason of her absence was soon ascertained, her reply to the Agincourt's signal of inquiry being:—
"Both tillers carried away together on Monday, the 20th, at 1 p.m. Have fitted very good temporary tiller, besides steering by rudder pendants.
"Saw large ship, looking like Hercules, yesterday, at 6 p.m., Cape Clear, hearing south, and distant 20 miles."
In answer to another signal, this time made by the Minotaur, the Inconstant replied:—
"Rudder acts well. First tiller broken was defective. Second broken by concussion against chock of the afterbracket frame amidships. All working well now."
At the time, therefore, when the Monarch saw the Inconstant running off to leeward at 2 p.m. on the 20th (the day of the gale), she must have been compelled to run before the wind from her inability to steer by the loss of her tillers. The highest credit is due to Captain Aplin and his officers for the manner in which they met the disaster without going into port; at the same time it was a most fortunate circumstance that the gale so soon subsided. Had it lasted four or five days, a not unreasonable supposition at this season of the year, the safety of the frigate would have been seriously imperilled. During the forenoon the Inconstant received orders to proceed direct to Pembroke to repair damages and fill up with coal in readiness for the next cruise of the Channel Squadron, which will probably commence about the 8th or 9th proximo.
At noon the Agincourt and her three consorts in company bore away from the rendezvous off Cape Clear for the Old Head of Kinsale, bearing about north, and distant 50 miles, with yards nearly square, to gain an inshore position from which to enter Queenstown roads and harbour directly after high water this morning. Before leaving the rendezvous the Minotaur ranged up close on the starboard quarter of the Agincourt to receive from her the mailbag which had been sent on board for her from the Enchantress. Clewing up her topsails, Sir Thomas Symonds' flag-ship steered close in upon the Admiralty flagship's lee quarter, and, having received her mail on board, ported her helm, and, with topsail-sheets flattened in, stood away again and off to her position at the head of the lee line in gallant style. The manœuvre was exceedingly well done, and quite worthy the reputation of a ship which is acknowledged by all to be one of the smartest and best disciplined in Her Majesty's Navy. At 8 p.m. the lights of Kinsale were broad on the port beam, and sail was shortened to topsails for the night, the ships shortly afterwards tacking off from the land until daylight.
This morning the Hercules rejoined the squadron on her return from off Ushant on her detached duty to look after the Inconstant. The squadron was off the entrance to Queenstown harbour at 6 a.m., waiting for high water to enter and enable the Agincourt to cross the bar to the inner anchorage, when the Enchantress came out and communicated with this ship. As she returns into Queenstown immediately, to save the morning out mail I shall close this letter and forward it by her. The weather is beautifully fine, and the sea along the coast as smooth as a mill stream.
The Serapis is in sight, steering in for Queenstown.
|Ma 12 July 1880||It is proposed to pay off and lay up, after repair, at Devonport, during the present year the Achilles and Agincourt, now with the Channel Squadron, the Condor and Flamingo, now in the Mediterranean, but commissioned for special service in the Black Sea, the Wild Swan, from the East Indies, and the Modeste, Swinger, Sylvia, Hornet, and Midge from the China station. The two latter will pay off at Hongkong and be navigated home by a supernumerary crew is consequence of the majority of their officers and men having volunteered for other service upon the station. The Wivern will also pay off at Hongkong, but will remain as reserve drill ship upon that station. The Devonport reserve contingent will also be strengthened by the return of the Forward from the south-east coast of America, the Griffon from North America and the West Indies, and the Pelican, Penguin, and Shannon from the Pacific. Portsmouth will receive the Minotaur from the Mediterranean, and will be intrusted with her alteration and repair, for which £100,000 will be required, the Swallow and the Elk from the south-east coast of America, the Plover from North America, and the Hector, now Coastguard ship at Southampton. The Fawn, surveying vessel in the Sea of Marmora, having made a fairly accurate sketch of the bed of that sea during the three years she has been engaged on that duty, will return to Chatham to pay off and lay up, as also will the Téméraire from the Mediterranean, and the Tourmaline from the North American coast. Sheerness will have the repairing and charge of the Helicon from the Mediterranean, the Blanche from North America and the West Indies, the Osprey from the Pacific, and the Ruby, Spartan, and Vulture from the East Indies. During the year the Enchantress, the Orontes, the Jackal, the Orwell, and the Foxhound are to be re-commissioned, the latter at Hongkong.|