Ironclad Sloop (1862-1864), service until 1885.HMS Enterprise (7th of the name) was an armoured sloop launched in 1864 at Deptford Dockyard, laid down originally as a wooden screw sloop of the Camelion class, like her near sister and box battery USS Research. She was designed by Edward Reed as a central battery ironclad to see if the Royal Navy, in the Ironclad race, could keep an edge by converting all sorts of warships. HMS Enterprise in that guise, was arguably far better than HMS Research but spent most of her career assigned to the Mediterranean Fleet and back home in 1871 to was paid off and inactive until sold for scrap in 1885.
Design of the class
Development
The starter for such conversions was the naval arms race with France. After the Gloire in 1859 bith the British Government and Admiralty already had a contingency plan prepared in 1858 with rh mighty Warrior class, but still, the press and public were alarmed later at the rate on which the Marine Nationale seems to deliver new broadside ironclads. From 1860 to 1865 the Board of Admiralty was concerned about the steep cost of the Warrior class and could not count only on technological superior superiority alone. Numbers counted, and steps were taken to catch up with some expedient solutions. One was simply to built simpler, smaller and cheaper alternatives to the Warriors as brand new ironclads, but it took time, and the other was to convert existing ships already in construction either as ships of the line, frigates, corvettes, or even sloops, all wooden-hulled.
Camelion class sloops (1860). In all, 16 ships planned, 8 completed and the other half cancelled, HMS Trent (Pembroke Dockyard) was laid down on 3 September 1861 and completed as the ironclad sloop HMS Research and HMS Circassian from Deptford Dockyard was laid down later on 5 May 1862 and converted on plans from Edward Reed, to become HMS Enterprise.
The Prince Consort-class were wooden ships of the line conversions that ended costlier and longer to convert than expected while being unstable and disappointing, being bad rollers. Converted frigates were generally more successful, but any single-battery deck vessel seemed in general by the virtue of being naturally lower and better balanced present a better stability, hopefully, afetr conversion. On this basis, the admiralty was ready to experiment on a wide range of hulls to be ready for an emergency and just out-built or out-convert the French. At the time, the Camelion class wooden hulled sloops were in construction, and the smallest that could be procured for conversion. Two ships emerged from this, HMS Research that would benefit from the latest naval guns and latest box compound armour, and on the other hand, a more classic broadside ironclad, which became HMS Enterprise, as a backup conversion plan.
Hull and general design
Hull profile (without cutouts) from the Greenwhich collections
The Camelion class comprised eighter ships of low tonnage, albeit considered as relatively large sloops with a displacement of 1,365 tons, an overall length of 185 ft (56 m), a beam on 33 ft (10 m) and draught 14 ft 8 in (4.47 m). They were of course screw-driven vessels with a modest 2-cylinder horizontal single-expansion steam engine diving them 9 knots in top speed.
After conversion on the stocks, HMS Enterprise ended as 180 feet (54.9 m) long between perpendiculars, with a beam ported to 36 feet (11 m), so three feet more, the armour plating plus its support, and a greater draught of 15 feet 10 inches (4.83 m) deep loaded. She displaced however “only” 1,350 long tons (1,370 t). Her crew went from 180 down to 130 officers and men.
The hull was remodeled shortly to gain a plough-shaped ram bow and semi-circular stern. She had two decks, the main deck close to the waterline, and upper deck with the armament that was 6.5 feet (2m) above it. Of composite construction, she was the first fitted with iron upperworks.
Powerplant
Her initial planned machinery was replaced by a Ravenhill, Salkeld & Co. direct-acting horizontal single-expansion, 2-cylinder, direct acting steam engine. It still drive a single propeller. Steam came from two tubular boilers and the total made for 690 indicated horsepower (510 kW) with a top speed better than the original vessel at 9.9 knots (18.3 km/h; 11.4 mph). Enterprise carried 95 long tons (97 t) of coal for range, with a single funnel emerging in the middle of the battery for protection, but this choice impaired working her guns. After a refit, it was relocated forward of the battery by November 1864. She was barque-rigged, like the original plan, three masts for a sail area of 18,250 square feet (1,695 m2). Under sail combined with steam, she was capable reaching 9.8 knots (18.1 km/h; 11.3 mph). He rig compensated for the poor range of the time, used for long crossings.
Protection
HMS Enterprise was completed with a complete waterline belt made of wrought iron, 4.5 inches (114 mm) thick. It only protected the main deck and was shallow at 3 feet 6 inches (1.1 m) below the waterline. The guns themselves were protected by an upper extension of this belt, 34 feet (10.4 m) long. The “casemate” designed by Reed was closed by 4.5-inch transverse bulkheads. This was less extreme than the box armour of the Research. This armour plating rested itself on 19.5 inches (500 mm) of teak wood. Total weight for the protection was 195 long tons (198 t).
Armament
The Camelion class were originally armed with five 40-pounder breech-loading guns and twelve 32-pounder muzzle-loading smoothbore guns, but HMS Enterprise ended as a completely new animal, with just four heavy and modern guns, two 100-pounder (234 mm) Somerset cannons and two 7-inch (178 mm) Armstrong breech-loaders. These were of a new design from Armstrong and there were high hopes. In addition, Reed, innovated in their placement: In order to fire in the axis, the upper deck level was cut away forward and aft of the battery, then covered by a 12-foot (3.7 m) bulwark, hinged inwards, covering a gun port. Each gun had a forward and a broadside port in which it could traverse and fire. This provided better coverage than traditional broadside but there was still a 120° arc forward and same aft uncovered, so the ship needed to be manoeuvred to cover these angles.
In addition, both guns were mounted on wooden gun carriages with slides. Both guns could also fire solid shots and explosive shells.
However, this wonderful combination was dashed soon by firing tests carried in September 1861 against an armoured target. The 110-pounder appeared was inferior to the 68-pounder smoothbore in penetration. Plus, the new breech was prone to explosions, as shown at the Battle of Shimonoseki and Bombardment of Kagoshima in the Boshin war of 1863–64. The Navy decided to retire these guns immediately, as reported. Worst still, the gun mounts were noted “difficult to traverse even on an even keel. In a seaway few captains would have run the risk of casting them loose.”
9.2-inch (234 mm) Somerset BLR
The 13,514 pounds (6,130 kg) 9.2-inch (234 mm) Somerset could fire 113 pounds (51 kg) solid shots at a velocity of 1,462 ft/s (446 m/s) at 563 feet (171.6 m) for a range of 5,253 yards (4,803 m).
7-inch 110-pounder Armstrong BLR
The 9,520 pounds (4,320 kg) 7-inch (178 mm) could fire shell weighting 107–110 pounds (48.5–49.9 kg) at a muzzle velocity of 1,150 ft/s (350 m/s) at an elevation up to 11.25° for a maximum range of 4,000 yards (3,700 m).
7-in/16 RML Armstrong (1868)
The 1868 refit was the occasion to replace these guns by four identical 7-inch (180 mm) rifled muzzle-loading guns. They weighted each 6.5 long tons (6.6 t) and could fire a 112-pound (50.8 kg) shell capable of penetrating 7.7-inch (196 mm) of wrought armour.
conway’s rendition
⚙ specifications |
|
| Displacement | 1,350 long tons (1,370 t), Tons burthen 994 bm |
| Dimensions | 180 x 36 x 15 ft 8 in (54.9 x 11 x 4.8 m) |
| Propulsion | 1 shaft, 2-cylinder DAHSE steam engine, 2 tubular boilers 692 ihp (516 kW), 160 nhp |
| Speed | 9.9 knots (18.3 km/h; 11.4 mph) |
| Sail plan | Barque-rigged 18,250 sq ft (1,695.5 m2) sail area |
| Range | |
| Armament | 2× 100-pdr Somerset BLR, 2× 7-in Armstrong BLs |
| Protection | Belt and bulkheads: 4.5 in (114 mm) |
| Crew | 130 Officers and Ratings |
Career of HMS Enterprise
About the name: “Enterprise” was a name sported many times in the RN, and was also imported in the US. Its origin in fact is French. The first of that name was the captured 24-gun sixth rate, French frigate “L’Entreprise” captured in May 1705 (sometimes spelled Enterprize). It was not referring to the industrial revolution, not a thing then, but referred to a quality from Privateers, having their own “entreprise” of commerce raiding. However the only ship with than name in French service was also the last. The name survived as an adjective, ‘Entreprenant’, French for “Enterprising”, and sported by no less than 23 sailing vessels in French service. In Anglo-Saxon tradition it is also understood as an adjective, somewhat assimilated to “endeavour”.
Laid down at Deptford Dockyard, on 5 May 1862, the 17-gun sloop HMS Circassian was converted before launch and renamed Enterprise in July 1862, then reclassified as an armoured corvette. She was redesigned with an iron upper hull, armoured sides and battery and launched on 9 February 1864, commissioned on 5 May 1864, then completed on 3 June 1864 at a cost £62,474. She ended cheaper than her near-sister HMS Research, completed earlier in April the same year at a cost of £71,287. On trials, she seemed to roll less than HMS Research and was considered half a success due to her inefficient guns that were changed in 1868.
There is not much to say on her career, which was overall short. She initially served with the Channel Fleet. On 13 August 1864 already she ran aground and was repaired. She was transferred to the Mediterranean Fleet where waters were calmer in general and remained there until 1871 before returning to Britain, after a refit and rearmament at Malta in 1868. While back she was paid off into 4th Class Reserve from August 1871, based at Sheerness. She rezmained in reserve with a small care taking crew, never reactivated, until sold for scrap in 1885 for £2,072. On 6 October 1889, she was towed from Plymouth to Liverpool, when she was caught in a gale off Anglesey.
She had her tow cables cut loose and drifted ashore wrecked at Aberffraw. From there, her wreck was gradually sripped off and broken up.
In all, her active service had been just eight years, not a lot in RN standards. Her half sister Research was laid up much later in 1878, but she was used for experiments. It must be stressed that Enteprise was merely a demonstration of what was possible in terms of small ship conversion to ironclads. Even based on her low tonnage, she was seemingly a valid proposition for the Mediterranean, if more comparable vessels needed to be converted. The situation never presented itself. Yet still, she the only small vessel (with Research) converted as an ironclad, a test that was never repeated. The admiralty then attempted the same on a 3000t corvette (Favorite), converted two more former 90-gun ships of the line (Zealous and Repulse) and started two brand new ironclads less expensive than the Warriors, Achilles and Northumberlands, yet more valuable than the former Defence and Hector classes.
From pinterest
Compared to Research, Enterprise had a narrower beam and waterline belt, and the guns were mounted a deck higher to allow cutouts, and much efforts were directed at weight savings, with the upper part made in iron, a first in british shipbuilding for her composite construction. Her engine diverged from Rsearch and she was overall slower, but paradoxically she had the same rigging and performed better with it.
The conclusion given by the Times on 5 August 1864 is enlightening in how these conversions were an impass:
Were the guns on board the Enterprise and the Research worked by other than manual labour not the slightest complaint would be raised as to the smallness of the batteries in each of those vessels. In the opinion of all officers whose views on the subject are worthy of consideration the present mode of working large guns by the old system of tackles and handspikes is a disgrace to the age, and, unless some simple and easily workable mechanical arrangement can be adapted for the monster 12-ton and 15-ton 300-pounder and other guns with which it Is intended to arm our future ironclad vessels of war, it is believed that the working of these guns will prove a practical impossibility.
Read More/Src
Books
Ballard, G. A., Admiral (1980). The Black Battlefleet. Annapolis, Maryland: Naval Institute Press.
Baxter, James Phinney The Introduction of the Ironclad Warship, published Harvard University, 1933.
David K. Brown (30 April 1997). Warrior to dreadnought. Naval Institute Press..
Clowes, William Laird Four Modern Naval Campaigns, Historical Strategical, and Tactical, first published Unit Library, 1902, reprinted Cornmarket Press, 1970.
Andrew Lambert (24 September 1984). Battleships in transition.
Parkes, Oscar (1990) [1957]. British Battleships. Annapolis, Maryland: Naval Institute Press..
Roberts, John (1979). “Great Britain (including Empire Forces)”. In Chesneau, Roger & Kolesnik, Eugene M. (eds.). Conway’s All the World’s Fighting Ships 1860–1905.
Reed, Edward J Our Ironclad Ships, their Qualities, Performance and Cost, published John Murray, 1869.
Links
https://en.wikipedia.org/wiki/HMS_Enterprise_(1864)
https://www.pdavis.nl/ShowShip.php?id=1405
https://www.battleships-cruisers.co.uk/hms_enterprise1.htm
Greenwhich coll. 1:48 half block model
engraving on alamy.com