Читать книгу: «The Memoirs of Admiral Lord Beresford», страница 4
As I am writing, it is the fiftieth anniversary of the marriage of the late King Edward with Queen Alexandra, who is still spared to us. I remember that on the 10th March, 1863, the Marlborough was illuminated with a dainty splendour I have never seen surpassed, even in these days of electricity. Every port-hole was framed in sixteen little Maltese glass lamps; the rails and yards were set with them; so that, ports being triced up, and the ship being lit within, she was as though wrought in a glow of mellow fire.
Early in the year 1863 I was ordered home, to my great grief. I was discharged to the Hibernia stationed in Malta Harbour, to await the homeward bound P. and O. mail steamer. Many years afterwards, when commanding the Undaunted, I was tried by court-martial in the old Hibernia for running my ship ashore and was acquitted of all blame. While waiting in the Hibernia for a passage, I learned that the Marlborough had gone to the rescue of a Turkish liner, carrying troops, which had run aground on the Filfola rocks, twelve or fifteen miles by sea from Malta Harbour. I was so eager to see my old ship again, that I hired a duck-punt and pulled all by myself to the Filfola rocks. Fortunately the sea was calm, or I must have been drowned. I found a party from the Marlborough rolling the Turkish vessel to get her off. Each British sailor took a Turkish sailor by the scruff of his neck, and ran with him from side to side of the ship, until she rolled herself into deep water. I had a delightful dinner on board the Marlborough and then I pulled all the way back in the dark to the Hibernia. I was sad indeed that my time in the Marlborough was ended; for, in the words of George Lewis, my old topmate, "the dear old Marlborough was the smartest and happiest ship that ever floated."
I took passage home in the mail steamer, and was appointed midshipman to the Defence by Rear-Admiral Charles Eden, C.B., my "sea-daddy." He very kindly said he wished me to gain experience of one of the new iron ships.
NOTE
The Old Navy. – The Marlborough was a survival of the Old Navy, in whose traditions Lord Charles Beresford and his contemporaries were nurtured. It was a hard-fisted, free-living, implacable, tragic, jovial, splendid Service; it was England at her valorous best.
The present generation hardly realises that the naval cadets, who, like Lord Charles Beresford, entered the Service in the mid-nineteenth century, were taught their business by the men who had served with Nelson. The admirals and old seamen of fifty years' service who are alive to-day, therefore represent the direct link between Nelson's time and our own. When they entered the Navy, many of the admirals and the elder seamen had actually fought under Nelson, and the Service was in all essentials what it was at Trafalgar. Admiral of the Fleet Sir Edward Seymour relates (in My Naval Career) that as a cadet he often talked with Master-Commander G. Allen, who saw Nelson embark from the sally-port at Portsmouth for Trafalgar.
The change from sails to steam was just beginning. Never again will the Royal Navy be administered by men who were brought up in that stern school, which produced a type of men unique in history.
The time-honoured divisions of the Fleet into Red, White and Blue were still in use while Lord Charles Beresford was a midshipman. They were abolished by an Order in Council of 9th July, 1864.
In the year 1858-9 there was only one admiral of the Fleet, Sir John West, K.C.B. He entered the Navy in 1788, as a "first-class Volunteer," as a naval cadet was then called. West served on the coast of Guinea, in the West Indies, Newfoundland and the Channel in the Pomona. He was midshipman in the Salisbury, 50, and the London, 98, and was in the Hebe, Captain Alexander Hood. He was lieutenant in the Royal George, Captain Domett. He was present at the action of Île de Groix of the 23rd June, 1795, under Lord Bridport. He was promoted to captain in 1796. In 1807, commanding the Excellent, 74, he was engaged off Catalonia, helping the Spaniards to defend the citadel of Rosas, which was besieged by 5000 French. He was promoted to rear-admiral in 1819, and to admiral of the White in 1841.
Here was an instance of an officer becoming a captain at the age of 22, after no more than eight years' service; remaining a captain for 23 years; and a rear-admiral for 22 years; and in 1859 he was still alive as an admiral of the Fleet, being then 85 years of age.
The Board of Admiralty in 1858-9 consisted of: the Right Hon. Sir John Somerset Pakington, Bart., M.P.; Vice-Admiral William Fanshawe Martin, who entered the Navy in 1814; Vice-Admiral the Hon. Sir Richard Saunders Dundas, K.C.B., who entered the Royal Naval College in 1814; Rear-Admiral Sir Alexander Milne, K.C.B., who entered the Royal Naval College in 1817; and the Right Hon. Lord Loraine, M.P.
A very brief survey of the services of the admirals of the Red, White and Blue shows that they derived directly from the French wars and the time of Nelson.
Admiral of the Red Sir William Hall Gage, G.C.H., had been acting-lieutenant of the Minerva, when she bore the broad pennant of Commodore Nelson; had fought in the battle of St. Vincent under Sir John Jervis; and commanded the Indus under Sir Edward Pellew in the action off Toulon of 13th February, 1814.
Admiral of the Red Sir Edward Durnford King, K.G.H., in command of the Endymion, watched 26 sail of the line and nine frigates put into Cadiz on 16th April, 1805, and carried the information to Vice-Admiral Collingwood, who was cruising off Gibraltar with four ships. He had the ill-luck to be detailed for special service at Gibraltar on Trafalgar Day.
Admiral Sir George Mundy, K.C.B., fought in the battles of St. Vincent and of the Nile, and had a deal of other distinguished fighting service in his record.
Then there was Admiral of the Red the Right Hon. Thomas, Earl of Dundonald, G.C.B., whose skill in privateering amounted to genius. As Lord Cochrane, commanding in 1800 the Speedy sloop, 14 guns and 54 men, he captured in one year and two months 33 vessels containing 128 guns and 533 men. Among other spirited exploits, he boarded and carried the Spaniard El Gamo, 32 guns, 319 men. Falling under the displeasure of the politicians, his rank and his seat in Parliament were forfeited. In 1818, he accepted the chief command of the Chilian Navy, then of the Brazilian Navy, and then entered the Greek naval service. King William the Fourth upon his succession reinstated Dundonald in his rank in the Royal Navy.
Admiral of the Red Sir William Parker, Bart, G.C.B., went with Nelson in pursuit of the French Fleet to the West Indies and back in 1805.
Admiral of the White Sir Lucius Curtis, Bart, C.B., served in the Mediterranean in 1804 and 1805.
Admiral of the White Sir John Louis, Bart., served in the Mediterranean in 1804.
Admiral of the White John Ayscough was flag-lieutenant in the Queen Charlotte, Lord Rowe's flagship, in the Channel in 1797; he afterwards served with distinction in Holland, Quiberon, Cadiz, Egypt, the West Indies; and, with two frigates and some sloops, protected Sicily against the invasion of Joachim Murat.
Admiral of the Blue Sir Edward Chetham Strode, K.C.B., K.C.H., served under Lord Hood in the Victory in the Mediterranean, taking part in the evacuation of Toulon, in the sieges of St. Fiorenza, Bastia and Calvi, in Corsica. In August, 1794, he was lieutenant in the Agamemnon, commanded by Nelson. He performed much distinguished service until, in 1841, he attained flag rank and went on half-pay.
Admiral of the Blue William Bowles, C.B., entered the Navy in 1796, was employed in the Channel and off Cadiz, in the North Sea, West Indies, and North American station. In command of the Zebra bomb, he went with Lord Gambier to Copenhagen. In 1813, and again in 1816, he performed excellent service in protecting British trade in Rio la Plata and the neighbouring coasts.
Admiral of the Blue James Whitley Deans Dundas, C.B., entered the Navy in 1799, took part in the blockade of Alexandria in 1800, and served with distinction in the North Sea, Baltic and Mediterranean.
Admiral of the Blue Henry Hope, C.B., took part in the blockade of Alexandria in 1800, and served in the Mediterranean.
Admiral of the Blue the Hon. Sir Fleetwood Broughton Reynolds Pellew performed long and gallant fighting services in the Dutch East Indies.
Admiral of the Blue Sir Charles Napier, K.C.B., etc. etc., had a most distinguished fighting record in the West Indies and on the coast of Syria. In 1841 he represented Marylebone in Parliament, in which respect, as in others, his career resembled that of Lord Charles Beresford.
In 1854, Sir Charles Napier was appointed to the command of the great fleet which sailed for the Baltic in the spring of that year. Admiral Penrose Fitzgerald, who received his nomination to the Navy from Sir Charles Napier, and who served in the second Baltic expedition of the following year, makes some instructive observations in respect of the treatment of Sir Charles Napier by the authorities.
"… The issue was really decided in the Black Sea, and both Baltic expeditions were, practically speaking, failures. The admirals were told by the Government that they were not to attack stone forts with their wooden ships, and were then censured by the same Government for doing nothing, when there was really nothing else to do. Sir Charles Napier, who commanded the British Baltic fleet in the summer of 1854, was shamefully treated by the politicians, and, being a hot tempered old gentleman, he couldn't stand it. He got into Parliament as member for Southwark and gave them back as good as they gave… It was the old story – the politicians shunting the blame on to the soldiers or the sailors when they fail to achieve such success as is expected of them, but quite ready to take credit to themselves for their magnificent strategy and foresight when it turns out the other way… When Sir Charles was peremptorily ordered to haul down his flag, as a punishment for not disobeying orders, he was superseded in command by Admiral Dundas, who had been a Lord of the Admiralty in 1854…"
Sir Charles Napier requested the Prime Minister, Lord Palmerston, to grant an inquiry into his case. He then addressed the following letter to Lord Palmerston: – "I sent your Lordship my case, which I requested you to lay before the Cabinet, but you have not favoured me with a reply. I am aware of the various occupations of your Lordship, but still there ought to be some consideration for an old officer who has served his country faithfully, and who has held an important command. Had my papers been examined by your Cabinet, and justice done, instead of dismissing me, and appointing one of the Lords of the Admiralty my successor, you would have dismissed Sir James Graham and his Admiralty, for treachery to me." (Life of Sir Charles Napier, by General Elers Napier. Quoted by Admiral Penrose Fitzgerald, in Memories of the Sea.)
Sir Charles Napier, remarks Admiral Fitzgerald, "thus gave his wary enemies a chance of accusing him of disrespect towards those in authority."
Admiral of the Blue Phipps Hornby, C.B., was promoted acting-lieutenant from the Victory, flagship of Lord Nelson, to the Excellent, 74. As captain of the Volage, 22, he received a gold medal from the Admiralty for gallant conduct in the action off Lissa of March, 1811, when a British squadron of 156 guns and 859 men defeated after six hours' action a Franco-Venetian force of 284 guns and 2655 men.
Such is the tale of the admirals of the Red, White and Blue in the year 1858-9. Several of them had actually served in Nelson's ships; the most of them had served under Nelson's command, when Lord Charles Beresford joined the Navy.
In the same year, the number of officers receiving pensions for wounds on service was 104.
Admirals............... 2
Vice-admirals............ 10
Rear-admirals............ 4
Captains............... 27
Commanders............ 22
Lieutenants.............. 24
Masters.................. 5
Surgeons............... 2
Mates.................. 2
Second masters............ 1
Paymasters............... 5
—
104
===
The total number of men in the Royal Navy in 1858-9 was 53,700: 38,700 seamen, 15,000 Marines. In 1912-13, the total number was 137,500: 118,700 seamen, 15,800 Marines. In 1810, the number of seamen and Marines was 145,000: 113,600 seamen, 31,400 Marines.
CHAPTER IV
THE SHIP OF UNHAPPY MEMORY
I did not like the Defence. I thought her a dreadful ship. After the immaculate decks, the glittering perfection, the spirit and fire and pride of the Marlborough, the "flagship of the world," I was condemned to a slovenly, unhandy, tin kettle which could not sail without steam; which had not even any royal-masts; and which took minutes instead of seconds to cross topgallant yards, a disgusting spectacle to a midshipman of the Marlborough. Instead of the splendid sun and blue waters of the Mediterranean, there were the cold skies and the dirty seas of the Channel. I wrote to my father asking him to remove me from the Navy.
The Defence was one of the iron-built, or iron-cased, armoured, heavily rigged, steam-driven, broadside-fire vessels launched from 1860 to 1866. They represented the transition from the Old Navy to the New, inasmuch as they retained large sailing powers and broadside fire, combining with these traditional elements, iron construction and steam propulsion. They were the Warrior, Black Prince, Defence, Resistance, Hector, Valiant, Achilles, Minotaur, Agincourt, and Northumberland. The Defence, launched in 1861, was (in modern terms) of 6270 tons displacement, 2540 h.p., 11.6 knots speed, carried 22 guns, and had a complement of 450 men. She was commanded by Captain Augustus Phillimore, and was one of the Channel Squadron, which, in the year 1863, was commanded by Rear-Admiral Robert Smart, K.H.
CHANNEL SQUADRON
(NAVY LIST, 1863, DESCRIPTION)
Rate H.P. Name Guns Tons Com. Officer Complement
2nd S. 800 Revenge (Flag) 73 3322 Capt. Charles 800
Fellowes
Iron-cased
ship S. 1250 Warrior 70 6109 Capt. Hon. A. 704
A. Cochrane,C.B.
" S. 1250 Black Prince 40 6109 Capt. J. F. A. 704
Wainwright
" S. 600 Defence 16 372 °Capt. Augustus 457
Phillimore
" S. 600 Resistance 16 371 °Capt. W. C. 457
Chamberlain
Gunboat S. 60 Trinculo 2 – Tender to 24
Revenge
The Channel Squadron at that time was employed in cruising round the coasts of the British Isles, in order to familiarise people on shore with the Fleet. In later life it fell to me, as commander-in-chief, to conduct similar cruises, of whose object I thoroughly approve.
The Warrior and Black Prince, in particular, were stately and noble vessels whose beauty was a delight to behold. Their great spread of sail, their long hulls and yacht bows, the vast expanse of flush wooden decks, their solidity and grace, set them among the finest ships ever built.
I was somewhat consoled in the Defence by being placed in charge of the cutter; in which I succeeded, by a small feat of seamanship, in earning the rare commendation of the first lieutenant. I was about to sail off to the Fleet from Devonport, when I discovered that the yard of the dipping lug was sprung. This was serious, as it was blowing fairly hard. Fortunately, I had one of those knives so dear to boyhood, containing a small saw and other implements; and with this weapon I shaped a batten and fitted it to the yard, woolded it with spun-yarn and wedged it tight. I did not expect it to hold; but, double-reefing the sail, I put off. All the way to the ship I had an eye on the yard, and it held. Of course I was late on board; and the first lieutenant declined to believe my explanation of the delay until he had had the yard hoisted on deck. Then he was kind enough to say, "Well, my boy, if you can do a thing like that, there's hope for you yet." Every little ray of hope is worth having.
But by reason of my love for the cutter, I fell into trouble. In the dockyard at Devonport, there stood a mast newly fitted with beautiful new white signal halliards, the very thing for the cutter. I should explain that, as we were kept very short of stores, stealing in the Service from the Service for the Service, used to be a virtue. There was once an admiral who stole a whole ship's propeller in order to melt the brass from it; and it was another admiral who boasted to me of his brother officer's achievement. Of course, no one ever steals anything nowadays; nothing is ever missing out of store; and no midshipman would dream of attempting to convey signal halliards from the dockyard into his boat.
But I did. I brought an end of the halliard into an adjacent shed, concealed in which I revolved swiftly upon my axis, winding the rope about me. Then I put on an overcoat, borrowed for the purpose. But my figure presented an appearance so unnaturally rotund that a policeman experienced in diagnosing these sudden metamorphoses, compelled me to divest and to revolve, unwinding, in the public eye. He also reported me for stealing Government stores. "Zeal, all zeal, Mr. Easy!"
It was during my time in the Defence that I was so fortunate as to be enabled to save two lives. On one occasion, the ship was lying in the Mersey, and visitors were on board. A party of these was leaving the ship, when their boat was slewed round by the strong tide, and one of them, a big, heavy man, fell into the water. I dived after him. Luckily there was a boat-keeper in the galley secured astern of the ship. He held out a boat-hook, which I caught with one hand, holding up my man with the other.
I received the gold medal of the Liverpool Shipwreck Humane Society, and the bronze medal of the Royal Humane Society. The name of the man who fell overboard was Richardson. More than forty years afterwards, the son of Mr. Richardson sent me a kind letter, enclosing a photograph of his father, who had died in 1882, nineteen years after his rescue.
"My mother," wrote Mr. J. Richardson, "was in very great terror, as my father could not swim a stroke. He was a very fine man, and this made your task you so quickly undertook not any the easier… The clothes he wore on that memorable occasion were, after their thorough wetting, too small for him to wear again, so they were cut down for my elder brothers, and were called by them their 'Channel Fleet' clothes, and jolly proud they were to wear them too."
The boys' sentiment is pleasing, whether it arose from the exciting fact that Mr. Richardson had fallen overboard in them – a thing which might happen to any gentleman – or from his having in them been picked out by an officer (however junior) of the Channel Fleet.
The second occasion when I was successful in saving a man from drowning was in Plymouth Sound. A string of boats from the Fleet carrying liberty men was pulling ashore, when a shore-boat crossed their bows and was run down by the leading boat. I jumped in and held up one of the passengers; and was again awarded the bronze medal of the Royal Humane Society.
In the Defence, as in my other ships, my Service transgressions were few and venial, as in the case of the signal halliards. My troubles arose from my intervals of relaxation on shore. It is now so long ago that perhaps I may without imprudence relate a sad episode in which I fell under the condemnation of the law, with all that attendant publicity which – as one journalist rather unctuously remarked at the time – is so often worse than the penalty.
"Defence, PLYMOUTH
"MY DEAREST FATHER, – I am writing to you at once to tell you what a sad scrape I have just come out of. On Friday night I was with some other wild fellows on the outside of a cab, pea-shooting, myself the worst, when unfortunately I hit a lady who was leaning on a gentleman's arm in the face. The man chased us and with a good deal of difficulty, caught us; we were then taken to the station-house, and given into custody. The hotel-keeper we always go to, very kindly bailed us for the night. In the morning we went to the station-house according to promise; and were tried; the result was my paying £2, 10s. and costs, or one month's imprisonment, and another £1, or 7 days. The other two got off, no peas being found upon them. You will see all about it in the papers I am sending you. I am writing to you in such a hurry, as I am afraid you might believe the papers if you saw them before my letter. I most solemnly swear to you on my honour that I was quite sober the whole of the day that this took place. And as for behaving unbecoming a gentleman in the Court, I certainly did laugh, but the judge made me, and all did so, as he was chaffing all the time. The reason I did not apologise to the man was because he swore on his oath that I was drunk; which was a lie. I had been dining with Hutchinson (see in the paper), who was giving a dinner as he was leaving the ship. All I drank was two glasses of Moselle. The papers I sent you are Radical so of course they run me down… All that remains to be said is, I hope you will look upon it as a boyish lark and not as a disgraceful action … and will you send me 5 pounds as I have but 3 shillings left; and I must have some money to pay mess, wine, etc. etc. So now write soon to your prodigal son,
"CHARLIE BERESFORD"
I received in reply a severe but affectionate reproof from my father.
The gentlemen of the Press took upon themselves to improve the occasion, having first taken care, of course, to describe the affair as a great deal worse than it was. "Let this lesson be taken," says one kind journalist, "it may be a guide and a warning for the future. The days are gone – gone for ever – when the pranks of a Waterford would be tolerated; but while we would hope his follies are lost, we would likewise hope that his manly, frank, chivalrous nature is still inherited by his kinsmen."
Another reporter did me the justice to record that, on being called on for my defence, I said: "I certainly do apologise if I did strike the lady, because it was not my intention to do so; but I certainly don't apologise for striking Mr. Yates." I trust he bears me no malice.
Yet another guardian of public morals observed that "his Worship, in announcing the penalties, called attention to the inequalities of the law, which exacted fines for the same offence alike from the man with whom sovereigns were plentiful as hours and the man whose night's spree must cost him a week's fasting." Had his Worship taken the trouble to refer to the scale of pay granted by a generous country to midshipmen, comparing it with the scale of rations and the price we paid for them, and had he (in addition) enjoyed the privilege of perusing the financial clauses of the letter addressed to me more in sorrow than in anger by my father, he might perhaps have modified his exordium.
As an illustration of the strict supervision exercised by the senior officers, I may record that I received – in addition to my other penalties and visitations – a severe reproof from Captain Stewart, my old captain in the Marlborough.
The Channel Fleet visited Teneriffe. It was the first iron fleet ever seen in the West Indies.
In the cutting-out action off Teneriffe, Nelson lost his arm, and several ensigns of the British boats were captured by the French. Ever since, it has been a tradition in the Navy that the flags ought to be recaptured. A party of bluejackets did once succeed in taking them from the cathedral and carrying them on board; but the admiral ordered their restoration. They were then placed high up on the wall, out of reach, where I saw them. We held a meeting in the gun-room of the Defence to consider the best method of taking the flags. But the admiral, who was of course aware that all junior officers cherished the hope of recovering the relics, issued orders that no such attempt was to be made.
I was invited by an old friend of my father, a religious old gentleman living in Cornwall, to a couple of days' rabbit-shooting. I was overjoyed at the opportunity, and was the object of the envy of my brother midshipmen. Arriving after lunch, I was brought into the great room where the old gentleman was sitting in an arm-chair, with his feet, which were swathed in masses of cotton-wool, resting on gout-rests. Near him was a turn-table laden with books.
"Don't come near me, my boy," he shouted, as I entered. "I am very glad to see you, but don't come near me. I have a terribly painful attack of gout, the worst I ever had in my life. Go and sit down on that chair over there."
With the breadth of the polished floor between us, we chatted for a while; and then the old gentleman, pointing to the table of books, asked me to give him a particular volume.
"Now be very careful," said he.
Full of ardour, delighted to think that I should now escape to the keeper and the rabbits, I jumped up, ran to the table, my foot slipped on the parquet, and I fell face forward with my whole weight upon the poor old man's feet, smashing both foot-rests. The agonising pain shot him into the air and he fell on my back. I have never heard such language before or since. As he rolled off me, he shouted:
"Ring the bell, you – !"
In came the butler.
"Take that – out of my house! Send him back to his – ship! Never let me see his – face again!" screamed my host.
So I departed in the dog-cart. It was many a long day ere I heard the last of my rabbit-shooting from my messmates.
A few months afterwards, when I had been less than a year in the Defence, Rear-Admiral Charles Eden appointed me to the Clio as senior midshipman. He said he wanted me to learn responsibility.
NOTE
The New Ships. – The predecessors of the Defence and her class were wooden vessels plated with iron armour. The first iron-built, armoured, sea-going British vessel was the Warrior, launched in 1860. She was laid down in the previous year, in which Lord Charles Beresford entered the Navy. Several wooden ships (Royal Oak, Caledonia, Prince Consort, Ocean, Royal Alfred, Repulse, Favorite, Research) were converted into armoured ships during their construction. These were launched from 1862 to 1864. For some years the Admiralty built wooden armoured ships and iron armoured ships simultaneously. From 1860 to 1866, ten iron-built, armoured, sail and steam ships were launched: Warrior, Black Prince, Defence, Resistance, Hector, Achilles, Valiant, Minotaur, Agincourt, Northumberland. In 1864 and 1865, five wooden-built, armoured ships were launched: Lord Clyde, Lord Warden, Zealous, Pallas, Enterprise. The Royal Sovereign, launched in 1857 as a wooden line-of-battle ship, was converted in 1862 to an armoured vessel and was equipped with four turrets. She was thus the first turret-ship in the British Navy. The next step was to group the guns in a central armoured battery, and to belt the ship with armour along the water-line. At the same time, more turret-ships were constructed. Earnest controversy was waged among naval authorities as to what were the most important qualities of the fighting ship, to which other qualities must be partially sacrificed; for, broadly speaking, all warships represent a compromise among speed, defence and offence – or engines, armour and guns. The controversy still continues. The disaster which befell the Captain decided, at least, the low-freeboard question in so far as heavily rigged sailing steam vessels were concerned, for the Captain, a rigged low-freeboard turret-ship, capsized on 6th September, 1870. (The Royal Navy, vol. i., Laird Clowes.)
Lord Charles Beresford, entering the Navy at the beginning of the changes from sails to steam, from wood to iron, and from iron to steel, learned, like his contemporaries, the whole art of the sailing ship sailor, added to it the skill of the sailor of the transition period, and again added to that the whole body of knowledge of the seaman of the New Navy. He saw the days when the sailing officers hated steam and ignored it so far as possible; as in the case of the admiral who, entering harbour under steam and sail, gave his sailing orders but neglected the engineer, and so fouled the wharf, and said, "Bless me, I forgot I was in a steamship!"
Admiral Penrose Fitzgerald, who entered the Navy five years before Lord Charles Beresford, describes the transitional period in his Memories of the Sea. Speaking of the Hercules, one of the new central-battery, armoured-waterline ironclads, to which he was appointed first lieutenant when she was first commissioned in 1868, Admiral Fitzgerald writes: – "The Hercules was the most powerful ironclad afloat, in this or any other country. She carried 18-ton guns – muzzle-loaders – and nine inches of armour, though this was only in patches; but she had a good deal of six-inch armour, and her water-line and battery were well protected, as against ordnance of that date. She was full-rigged, with the spars and sails of a line-of-battle ship, and she could steam fourteen knots – on a pinch, and could sail a little. In fact she was the masterpiece of Sir Edward Reed's genius.
"Up to the advent of the Hercules the three great five-masted ships of 10,000 tons, the Minotaur, Agincourt and Northumberland, had been considered the most powerful ships in the British Navy, and probably in the world, and Sir Edward Reed's triumph was, that he built a ship of about 8500 tons which carried a more powerful armament, thicker armour, fifty feet shorter and thus much handier, steamed the same speed, and I was going to say – sailed better; but I had better say – did not sail quite so badly; and it must ever be borne in mind that at this transition stage in the development of the Navy, our rulers at Whitehall insisted that our ships of all classes should have sail power suitable to their tonnage. 'For,' said they, 'the engines might break down, and then where would you be?'" (Memories of the Sea, Admiral Penrose Fitzgerald, chap. xiv.)
