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The USS Monitor History |
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On March 9, 1862, the Civil War battle of
Hampton Roads between the ironclads USS Monitor and CSS Virginia (formerly
the USS Merrimack) heralded the beginning of a new era in naval warfare.
Though indecisive, the battle marked the change from wood and sail to iron
and steam. Today, the remains of the Monitor rest on the ocean floor off North Carolina's Outer Banks, where the ship sank in a storm on December 31, 1862. Discovered in 1973, the Monitor wreck site was designated the Monitor National Marine Sanctuary and is managed by the National Oceanic and Atmospheric Administration (NOAA). The purpose of the Monitor National Marine Sanctuary is to preserve the historic record of this significant vessel and to interpret her role in shaping US naval history. Over the past several years NOAA has made extensive surveys of the wreck site and recovered a number of artifacts from the Monitor. The Mariner's Museum in Virginia is the repository for all the Monitor artifacts, as well as a full replica of the USS Monitor. In addition they are preserving the Turret, and the ship's Engine. Since the late 1980s civilians have provided significant survey and documentation services to the NOAA National Marine Sanctuary in exchange for the privilege of visiting this historic site. |
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USS Monitor Illustration 1999 with the engine, turret and hull plates in-place. Illustration by Jeffrey Johnston, NOAA |
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John Ericsson,
Swedish-American |
The
Revolutionary Union Ironclad Monitor
The efforts by the Confederates to construct an ironclad in Hampton Roads were well known to the Federal authorities. Throughout the summer of 1861, newspaper reporters as well as the general public visited the Gosport Yard to observe the work on the Virginia. Newspapers throughout the South carried regular updates on the progress of the conversion. Similar stories were also reported in Northern papers. As the work proceeded, it became evident to the North that if the Confederacy succeeded in launching an armored vessel, there was not a Union ship that could challenge her. It was the need to offset this potential Confederate naval superiority that moved the United States Navy Department to appoint an Ironclad Board of naval officers to seek and evaluate plans for the construction of ironclad vessels for Federal service. On August 3, 1861, Union Secretary of the Navy Gideon Welles published an announcement calling on designers to submit plans for ironclad warships to the Navy Department. This was not the first time that the United States had toyed with the idea of building ironclad vessels. Since the late 1840s, the navy had considered plans for designing and testing ironclads. In 1842, Robert L. Stevens won a contract to construct a floating iron battery for the navy. However, the Stevens battery was never completed. The first successful launching of ironclad vessels for United States service occurred during the summer of 1861, not under the direction of the navy, but rather the U.S. Army Quartermaster Corps. The War Department ordered the building of ironclad gunboats on the Mississippi under the direction of Samuel Pook and James Eads. These ironclad river steamers known as "Pook Turtles" or "Eads' Gunboats" would be used throughout the war on the western rivers. Still, the command of the Union Navy remained conservative and cautious in approaching iron shipbuilding. Following Welles's call for plans, a number of designers presented proposals to the Ironclad Board for consideration. Among the designers who submitted proposals was Cornelius Bushnell. Bushnell controlled several railroads in Connecticut, and now ventured to enter the world of naval architecture. With the help of naval constructor Samuel Pook, Bushnell developed a plan for an ironclad steamer. Bushnell's ship, to be called the Galena, was a conventional ship with armor constructed of iron bars laying over iron rails. To verify the seaworthiness of his ship, Bushnell sought out the advice of the renowned engineer John Ericsson. According to Bushnell, after Ericsson had confirmed that the Galena's design was sound, Ericsson produced a model of an "impregnable iron battery" that he had proposed to French Emperor Napoleon III in 1854. The model showed a ship with an almost submerged hull and a single revolving turret fixed to the deck containing a single cannon. Though Napoleon had not accepted the plan, Ericsson emphasized to Bushnell that the battery's design was viable and that the ship could be built very quickly. Bushnell was so impressed with Ericsson's model that he took it to Secretary Welles, who agreed that the design had "extraordinary and valuable features" and that it should be submitted to the Ironclad Board for consideration. Bushnell presented Ericsson's model to the Board, but it was rejected as too outlandish for consideration. Bushnell then persuaded Ericsson himself to appear before the Board to defend the design. Ericsson's defense of his design was obviously successful. When the Ironclad Board submitted its final report to Secretary Welles, Ericsson's was one of three designs recommended for approval. The contract offered to Ericsson was in the amount of $275,000, but it stipulated that the ship must be completed in one hundred days, and that it must prove successful in every way or payment would be withheld. |
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Development, Design, and Construction of the Monitor
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 John Ericsson's Design for the USS Monitor (click to enlarge)
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Chronology of the USS Monitor From Inception to Sinking 1854 September Swedish inventor John Ericsson submits plans to French Emperor Napoleon III for an "impregnable battery" that includes a revolving cupola. 1861 August 3 The United States Navy Department advertises for proposals for ironclad warships. August 29 In a letter to Abraham Lincoln, John Ericsson offers to construct a "vessel for the destruction of the rebel fleet at Norfolk." September 11 Cornelius Bushnell presents a pasteboard model of Ericsson's "battery" to the navy's Ironclad Board and President Lincoln. After reviewing the model, the Ironclad Board invites Ericsson to come to Washington to answer additional questions about his design. September 14 After meeting with the Board, Ericsson is instructed by Secretary of the Navy Gideon Welles to "go ahead at once!" Ericsson has one hundred days to complete the vessel. September 21 Ericsson is officially notified that his plan for an ironclad has been accepted. September 27 Ericsson and his associates C.S. Bushnell, John Griswold, and John Winslow sign a formal contract stipulating that all four share equally in the profits or losses of the project. The keel plates for the battery begin being rolled at Continental Iron Works even though the government contract has not yet been drawn up. October Ericsson begins seeking qualified foundries and iron works to manufacture materials needed to construct his battery. October 4 Ericsson and his "Battery Associates" sign a contract with the United States government for the construction of the battery for the sum of $275,000. The money is to be paid in five installments of $50,000 and one of $25,000. The Navy Department stipulates that 25 percent of each payment will be held back to ensure the timely completion of the vessel. October 25 Ericsson signs a contract with shipbuilder Thomas Fitch Rowland of Continental Iron Works. Rowland agrees to build Ericsson's iron hull for 7 _ cents per pound. The plates previously rolled for the keel are laid at Continental Iron Works. November The primary work for iron plate, castings, fittings, etc., is contracted out to three New York mills. Holdane & Co. contracts for 125 tons of plate, and Albany Ironworks and Rensselaer Ironworks manufacture hundreds of additional tons of plate and castings. H. Abbott & Sons of Baltimore rolls the 1-inch-thick iron plates for the turret to be shipped to Novelty Ironworks in New York for assembly into Ericsson's "shotproof" tower. Delmater Ironworks and the Clute Brothers Foundry cast and assemble most of the components of the ship's machinery. Throughout the month, work on the iron battery proceeds at a "feverish pace." Materials from the foundries are assembled as soon as they arrive at Continental Iron Works. A ship-house 180 feet long is constructed over the ways to allow work to continue in bad weather and throughout the night. November 16 Most of the iron frames of the hull are in place and deck beams are being installed. December 5 Ericsson receives a letter from Commodore Joseph Smith informing him that he has been made aware of serious delays in material production. "I beg of you to push up the work. I shall demand heavy forfeiture for delay over the stipulated time of completion. You have only thirty-nine days left." December 17 The boilers and auxiliary machinery arrive at Continental Iron Works. December 30 Boiler fires are lit and the steam machinery tested. |
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1862 January 11 Lieutenant John L. Worden is appointed to command the new ironclad. January 12 The original deadline for completing the battery comes and goes. January 20 In a letter to Assistant Secretary of the Navy Gustavus Fox, Ericsson proposes "to name the new battery Monitor." January 30 The USS Monitor is launched at Greenpoint, New York. February 19 Final adjustments and alterations are made to the steam engines and ventilation systems. February 25 The Monitor is commissioned into the United States Navy as a 3rd-rate steamer and transferred to the Brooklyn Navy Yard. February 28 Under way in the East River, the Monitor is found to steer "like a drunken man on a side walk." March 3 Ericsson completes repairs to the Monitor's rudder. The ship performs "in all respects satisfactory." But the ironclad does not make the 9 knots that Ericsson had claimed she would. The contract requires the ship to be capable of reaching 8 knots, but her best speed is 7 knots. March 4 Heavy seas prevent the Monitor from leaving New York. March 6 The Monitor leaves the Brooklyn Navy Yard at 4:00 P.M. in a snowstorm. Worden has orders to proceed to Hampton Roads. To ensure maximum speed, the ship is towed by the navy tug Seth Low. March 7 Just after dawn, the Monitor faces her first trial at sea. Stormy seas begin to roll over the Monitor's deck and pour in under the turret, flooding the interior of the ship. Many of the crew, including Worden, suffer from serious bouts of seasickness and are already unfit for duty. As waves crash over the Monitor's 6-foot smokestacks, the leather belts that drive the ventilation system stretch and begin slipping.The blowers fail and with no draft, the fires "burned with a sickly blaze." Toxic gases soon fill the engine room, threatening all inside with suffocation. Those who are overcome by the fumes are helped up to the top of the turret to be revived in the fresh air. Water continues to rush into the ship and, with the engines waning, the pumps also fail. Hand pumps are then put to work. Lieutenant Samuel Dana Greene, the Monitor's executive officer, signals the Seth Low to pull the ironclad toward land, where the seas will be calmer. After struggling for five hours, the tug and the Monitor finally reach safer waters. At about 3:00 A.M. the seas begin to calm, and the Monitor, having barely survived her first voyage, continues south. March 8 Just after 3:00 P.M., the Monitor nears the mouth of the Chesapeake Bay at Cape Henry. The crew hear the sounds of cannon fire off toward Fort Monroe. As the Monitor rounds the Cape, flashes of light and thick smoke are visible on the horizon. Unknown to the crew of the Monitor, the CSS Virginia is in the process of mauling the Union blockading fleet at Hampton Roads. It is almost dark when a pilot comes aboard to take the ship into the shallows. He tells Worden of the terrific battle raging in Hampton Roads. The Monitor is met by a host of sailing and steamships fleeing Hampton Roads. Battle of Hampton Roads Worden orders the decks cleared for action and the turret "keyed up." The crew quickly removes the turret awning, stanchions, and iron smoke and ventilator boxes, leaving only the turret and the pilot house on the flat deck. A red glow greets the ironclad as she nears Fort Monroe. The crews can see the mast and spars of a warship engulfed in flames. A soldier in one of the Union batteries notes the arrival of a "Yankee water schooner." At 9:00 P.M., the Monitor anchors next to the steam frigate USS Roanoke. Squadron Commander John Marston informs Worden about what has taken place that day. Knowing that the Confederate ironclad will return the next day, Marston orders the Monitor to go to the assistance of the USS Minnesota. The burning wreck of the USS Congress is a somber beacon, showing Worden the way. March 9 The Monitor anchors next to the Minnesota at about 1:00 A.M. Lieutenant Greene notes, "An atmosphere of gloom pervaded the fleet, and the pygmy aspect of the newcomer did not inspire confidence among those who had witnessed the day before." "Between 1 and 2 AM the Congress blew up." "Near us too, at the bottom of the river, lay the CumberlandSwhose colors were still flying at the peak." While the men on board the Minnesota are throwing tons of stores overboard in an effort to lighten their ship, the Monitor's crew begin preparing their ship for the coming day's action. At about 8:00 A.M., Worden is advised that the Virginia is approaching. The Monitor moves to intercept the Confederate ship and at about 8:45 A.M., the two ironclads begin exchanging fire at long range. A shot from the Confederate ironclad slams into the Monitor's turret. When asked if the shot came through, Lt. Greene replies, "It didn't come through, but it made a big dent." The two ironclads continue circling and firing at ranges varying from 100 yards to a matter of feet. After the two ships have been fighting for about four hours, Worden attempts to ram the Virginia's stern in an effort to damage the rudder or propeller. A well-placed shot from the Virginia's stern pivot gun explodes on the Monitor's pilot house. The explosion blinds Worden, and Lt. Greene assumes command. Uncertain about Worden's wound and whether the Monitor's steering has been damaged, he orders the ship into shallow water. Seeing the Union ship withdraw, the officers on the Virginia assume they have done the Monitor serious injury. The Confederate ironclad again turns toward the Minnesota but is again unable to approach within a mile of the frigate due to the tide, which is receding again. After firing a few shells, the Virginia returns to the Gosport Navy Yard for a damage assessment. After surveying the pilot house, Lt. Greene turns the Monitor around and prepares to resume the battle. He sees the Virginia steaming for the Elizabeth River and assumes that the Virginia has sustained serious damage. His orders from Worden had been to save the Minnesota, so instead of pursuing the Virginia, he takes the Monitor back to the stranded frigate. March 10 Lieutenant Thomas O. Selfridge is placed in command of the Monitor. March 13 Lieutenant William N. Jeffers assumes command of the Monitor. The work of repairing the pilot house begins. March 25 An artist from Harper's Weekly spends the day sketching the interior and exterior of the ship. March 31 Vice President Hannibal Hamlin visits the Monitor. 1862 March and April Much of March and April is spent awaiting the reappearance of the Virginia and speculating about how severely the Confederate ironclad was damaged during the battle. On March 10, 1862, Lincoln issues an order that the "Monitor be not too much exposed." Although unpopular with the ironclad's crew, the order is intended to ensure that the Monitor does not unnecessarily risk serious damage in an engagement. Lincoln feels that, as long as the Monitor guards the mouth of Hampton Roads, the Confederate ship cannot slip out and attack at other points along the coast. On two occasions, the Virginia steams into Hampton Roads and circles, inviting the Monitor to venture back to their old battle ground. In obedience to Lincoln's directive not to expose the Monitor unnecessarily, the challenges go unanswered. April 11 The crew of the Monitor watch as the Virginia and her consorts enter Hampton Roads. The Confederate ironclad moves as far north as Newport News Point. Unable to entice the Monitor into a fight, the Virginia fires a few shots toward Fort Monroe and returns to Craney Island with three Union schooners captured by the CSS Jamestown. April 16 The Monitor is visited by Captain W.N.W. Hewitt of HMS Rinaldo. May 8 The Monitor and other Union ships move across Hampton Roads to "test" the Confederate batteries at Sewell's Point. The Virginia steams out to attack and just when another battle between the iron ships seems imminent, the signal to "resume moorings" is hoisted from the Federal flagship and the entire Union squadron returns to Fort Monroe. May 9 President Lincoln visits the Monitor to meet with Lt. Jeffers and inspect the ship. May 11 Confederate forces evacuate the Norfolk area and withdraw toward Richmond. Since the ship draws too much water to ascend the James River, the CSS Virginia is destroyed by her own crew. The Monitor visits the abandoned batteries along the Elizabeth River, Norfolk, and the Gosport Navy Yard. May 13 The Monitor receives orders to proceed up the James River to take part in the "On to Richmond" expedition. The Monitor will be joined by the navy's second ironclad, the USS Galena, under Commander John Rodgers. May 15 The ironclads Monitor and Galena and three wooden gunboats begin moving up the James River to try the approaches to Richmond. Unable to pass obstructions placed in the river by the Confederates, the ships engage in a four-hour duel with Confederate battery at Drewry's Bluff. Commander Rodgers had been ordered to give the Galena a "fair trial." Determined to do so, he anchors his ship in the river below the fort and begins shelling the Confederate fort. The Monitor, unable to elevate her guns enough to reach the top of the 90-foot bluff, circles in an effort to draw cannon fire away from the Galena, which has sustained heavy damage. By the time Rodgers withdraws, his ship has been hit more than 40 times. Thirteen shots came completely through the armored dull and the gun deck is strewn with dead and wounded sailors. Rodgers later grimly comments, "She is not shot proof." Unknown to Rodgers or the crew of the Monitor, the Confederate guns on Drewry's Bluff are manned by a familiar enemy. In addition to soldiers from Colonel Augustus Drewry's Artillery Company, the Confederate defenders include sailors from the Confederate Navy's James River Squadron and crewmen from the CSS Virginia who had been transferred there after destroying their ship at Hampton Roads. May - June After Drewry's Bluff, the Monitor and the other ships from Rodgers's squadron remain stationed around City Point. During the Seven Days Battles outside Richmond, General McClellan's Union army is beaten back. He orders his transports and supply ships transferred from the York River to Harrison's Landing on the James River. The Monitor and the other vessels in Rodgers's squadron are kept in the vicinity to protect the transports. With the exception of a failed expedition up the Appomattox River to destroy a railroad bridge, there is little or no action involving the Monitor. 1862 July 1 The Battle of Malvern Hill stops the Confederate Army from pushing McClellan into the James River. While other gunboats in the squadron assist the army, the Monitor is given orders to remain and protect the transports. July 4 While patrolling the James River around Turkey Island, the USS Maratanza and the Monitor come upon the Confederate gunboat CSS Teaser. One shot from the Maratanza bursts the gunboat's boiler. Severely outgunned, the Teaser is abandoned by her crew and is towed to Harrison's Landing as a Union prize. July 9 President Lincoln, Assistant Secretary of War Franklin Blair, and Squadron Commander Louis M. Goldsborough visit the Monitor while the ship is stationed off Harrison's Landing. James F. Gibson, a photographer following McClellan's army, comes aboard and makes a series of stereographic photographs of the officers, crew, and ship. July - August Blockading duty on the James River proves to be difficult for the crew of the Monitor. In addition to boredom, swarms of insects, and the constant threat of enemy bullets, the men have to cope with the Southern heat. Daytime temperatures inside the ironclad soar. One log entry states that, while the ship was riding at anchor with the steam machinery secured, galley temperatures reached 150 degrees. It was 125 degrees on the berth deck, and the temperature in the water closet was 131 degrees. Six months of service has also taken its toll on the ship. Aside from inadequate ventilation, the steam machinery needs overhauling and by the end of August, the bottom is so fouled with marine growth that the ship can make barely three knots. August 15 Captain Thomas H. Stevens of the Maratanza is ordered to assume command of the Monitor. August 30 The Monitor receives orders to return to Hampton Roads. Upon arriving, she takes up anchorage off Newport News Point between the wrecks of the Cumberland and the Congress. September 8 Commander John P. Bankhead replaces Stevens as commander of the Monitor. Throughout September, the Monitor remains on blockade duty in Hampton Roads. September 30 The Monitor is ordered to the Washington Navy Yard to undergo repairs and modifications. October The Monitor arrives at the Washington Navy Yard under tow on October 3. Many of the officers and crew are allowed to go on extended furloughs. Several weeks are spent repainting, repairing, and modifying the vessel. A telescoping smoke stack and taller ventilator boxes are added; davits and cranes are installed for hoisting the ship's new boats. Battle damage is repaired with iron patches, and each scar is labeled according to its origin: "Merrimac," "Minnesota," "Ft. Darling," "Merrimac's Prow." The Monitor's two 11-inch Dahlgren cannon are engraved on their breeches in tribute to the two men who made the Monitor famous: Below decks, the berth fittings are painted and stained. A new oil-cloth floor is put down, and all of the rooms are painted white, making things, according to Monitor paymaster William Keeler, "as bright and cheerful as could be desired." November - December The Monitor returns to blockading duty in Hampton Roads. A rifle screen has been added to the top of the turret. Made of 1-inch-thick boiler plate, it affords those on top of the turret protection from musket fire. Orders are issued December 24, 1862, for the Monitor to proceed to Beaufort, North Carolina. Bad weather delays the departure until December 29; on that day the Monitor leaves Hampton Roads at 2:30 P.M. under tow by the USS Rhode Island. December 31 The Monitor sinks off Cape Hatteras, North Carolina, in a severe storm with the loss of four officers and sixteen crewmen. |
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USS Monitor under tow by the USS Rhode Island | ||
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