Chapter 110
May, 1871
The Suez Region
After months of gathering their strength, the French and Russian Naval forced consolidated into a fleet of 26 warships of various sizes, power and armor. It was hoped that whatever they lacked in quality, they could make up for in quantity. The news of the Russian forces at Jutland sinking two British ships (one of them modern) was quite heartening and perhaps gave the allies a false sense of security.
The British squadron held but 14 ships and these had largely been on station for months. Rumors of a shortfall in coal....or powder....or whatever among the British vessels soon circulated among the allied ports.
With a sense of momentum and numerical superiority, the allies sailed for Suez, intending to break the blockade.
However, the British were ready for them and did not lack in coal OR powder in the slightest. Great Britain, having deemed the older and lighter wooden ships a liability in a pitched battle, would leave them to blockading secondary French ports along the northern coast.
The "Suez Fleet" consisted almost entirely of vessels built in the past 10 years.
In short order, the French and Russians would realize that their "numerical advantage" could turn into a disadvantage as the wide array of firepower and speed would leave the allied line of battle confused within minutes of engagement. To keep the line together, the fastest Russian and French ships had to slow down, ceding the initiative to the British. Ceding the initiative to a nation with superior seamanship and artillery accuracy was not a good thing.
Within an hour, the allied fleet was in confusion. Four vessels had already been wrecked or taken. Finally, the allied withdrew leaving the "field" to the triumphant British.
The English Channel
What was understood at the time but not as well to future military historians was the design implications that a naval strategy had on military vessels in the mid-19th century.
Great Britain, for example, had a global Empire and therefore the ships had to be built for extended voyages. Comfort for the crew and a reliability in the method of transport were high priorities when a ship had to sail 8-12,000 miles on a week's notice.
Therefore, the Royal Navy had maintained the "broadside" ironclad design for many years after the USS Monitor helped revolutionize naval warfare by reducing the ship profile, utilizing only a handful of LARGE guns in a rotational turret (360 degree firing range), sheathing the ship in heavy armor and, just as revolutionary as ANY of these ideas, operating entirely without sails and depending upon engines for all transportation.
Even by the 1870's, it was rare that an ironclad would run her engines continuously for any length of time. Even when sailing moderate distances, sails were raised to augment or, more often than not, completely replace mechanized transport. Ships sailing from Britain to the Indian Ocean, even "Steamships", would often take many months to take the journey and only use their engines during times of contrary winds or currents. This was as much to do with saving coal as the ship's engines.
Thus, all British ironclads of the 1860's would be "broadside" ironclads or their slightly more evolved "castemate" designs. It would not be until late 1871 that the first "Devastation" class warships would be launched by Britain without any sails. They would be "turreted" warships akin to the American "Massachusetts" class ships which would be dependent entirely upon her engines for propulsion.
This was a great leap of faith as few engines could operate for so long.
The Americans, on the other hand, had no distant Empire to guard nor were they considered the "protector" of the open seas. Thus, the American ship designers could base their own plans upon a vessel best suited for coastal defense. The Massachusetts Class was entirely sail-free and constructed entirely for heavy guns and heavy armor over the need for range and even speed. The Americans simply wanted the best vessel to defend their shores and got it with the Massachusetts and her sister ships.
As America was not involved in the war, this did not seem to be relevant in 1871. However, two ships based upon this class had been sold by the American shipyards to the Czar. Named the Ivan and the Peter, the warships were the closest thing to indestructible on the waves. Having been forced back in the Battle of Jutland, the Russian Baltic fleet would sail on with the melting of the ice for the open sea. Unlike the previous battle in January, the Russians would not be detected off of Jutland. Instead, they sailed along the French coast.
Here the Russians discovered the British squadrons blockading the northern French ports. As the French had shipped most of their heavy armored vessels to the Mediterranean (as they had in the last war), the British squadrons comprised mainly of older and less-armored ships which were easy prey for the Russians.
First Le Havre, then Cherbourg, then Brest would witness the spectacle of Russian firepower massacring British frigates and sloops. Off of Brest, a British squadron consisting of heavier ships lead by the HMS Vanguard would arrive to challenge the Russians on more even grounds.
The battle seesawed back and forth for hours until a shell from the Ivan tore through the Vanguard's armor and hit her powder store. The vessel exploded in a terrible conflagration. There were no survivors.
At this, the Royal Navy retreated, allowing the battered Russians to sail into Brest for repair and resupply.
The Suez Region
After months of gathering their strength, the French and Russian Naval forced consolidated into a fleet of 26 warships of various sizes, power and armor. It was hoped that whatever they lacked in quality, they could make up for in quantity. The news of the Russian forces at Jutland sinking two British ships (one of them modern) was quite heartening and perhaps gave the allies a false sense of security.
The British squadron held but 14 ships and these had largely been on station for months. Rumors of a shortfall in coal....or powder....or whatever among the British vessels soon circulated among the allied ports.
With a sense of momentum and numerical superiority, the allies sailed for Suez, intending to break the blockade.
However, the British were ready for them and did not lack in coal OR powder in the slightest. Great Britain, having deemed the older and lighter wooden ships a liability in a pitched battle, would leave them to blockading secondary French ports along the northern coast.
The "Suez Fleet" consisted almost entirely of vessels built in the past 10 years.
In short order, the French and Russians would realize that their "numerical advantage" could turn into a disadvantage as the wide array of firepower and speed would leave the allied line of battle confused within minutes of engagement. To keep the line together, the fastest Russian and French ships had to slow down, ceding the initiative to the British. Ceding the initiative to a nation with superior seamanship and artillery accuracy was not a good thing.
Within an hour, the allied fleet was in confusion. Four vessels had already been wrecked or taken. Finally, the allied withdrew leaving the "field" to the triumphant British.
The English Channel
What was understood at the time but not as well to future military historians was the design implications that a naval strategy had on military vessels in the mid-19th century.
Great Britain, for example, had a global Empire and therefore the ships had to be built for extended voyages. Comfort for the crew and a reliability in the method of transport were high priorities when a ship had to sail 8-12,000 miles on a week's notice.
Therefore, the Royal Navy had maintained the "broadside" ironclad design for many years after the USS Monitor helped revolutionize naval warfare by reducing the ship profile, utilizing only a handful of LARGE guns in a rotational turret (360 degree firing range), sheathing the ship in heavy armor and, just as revolutionary as ANY of these ideas, operating entirely without sails and depending upon engines for all transportation.
Even by the 1870's, it was rare that an ironclad would run her engines continuously for any length of time. Even when sailing moderate distances, sails were raised to augment or, more often than not, completely replace mechanized transport. Ships sailing from Britain to the Indian Ocean, even "Steamships", would often take many months to take the journey and only use their engines during times of contrary winds or currents. This was as much to do with saving coal as the ship's engines.
Thus, all British ironclads of the 1860's would be "broadside" ironclads or their slightly more evolved "castemate" designs. It would not be until late 1871 that the first "Devastation" class warships would be launched by Britain without any sails. They would be "turreted" warships akin to the American "Massachusetts" class ships which would be dependent entirely upon her engines for propulsion.
This was a great leap of faith as few engines could operate for so long.
The Americans, on the other hand, had no distant Empire to guard nor were they considered the "protector" of the open seas. Thus, the American ship designers could base their own plans upon a vessel best suited for coastal defense. The Massachusetts Class was entirely sail-free and constructed entirely for heavy guns and heavy armor over the need for range and even speed. The Americans simply wanted the best vessel to defend their shores and got it with the Massachusetts and her sister ships.
As America was not involved in the war, this did not seem to be relevant in 1871. However, two ships based upon this class had been sold by the American shipyards to the Czar. Named the Ivan and the Peter, the warships were the closest thing to indestructible on the waves. Having been forced back in the Battle of Jutland, the Russian Baltic fleet would sail on with the melting of the ice for the open sea. Unlike the previous battle in January, the Russians would not be detected off of Jutland. Instead, they sailed along the French coast.
Here the Russians discovered the British squadrons blockading the northern French ports. As the French had shipped most of their heavy armored vessels to the Mediterranean (as they had in the last war), the British squadrons comprised mainly of older and less-armored ships which were easy prey for the Russians.
First Le Havre, then Cherbourg, then Brest would witness the spectacle of Russian firepower massacring British frigates and sloops. Off of Brest, a British squadron consisting of heavier ships lead by the HMS Vanguard would arrive to challenge the Russians on more even grounds.
The battle seesawed back and forth for hours until a shell from the Ivan tore through the Vanguard's armor and hit her powder store. The vessel exploded in a terrible conflagration. There were no survivors.
At this, the Royal Navy retreated, allowing the battered Russians to sail into Brest for repair and resupply.
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