 Drawing ofMonitor at sea | |
| History | |
|---|---|
 United States | |
| Name | Monitor |
| Ordered | 4 October 1861 |
| Builder | Continental Iron Works,Greenpoint, Brooklyn |
| Cost | $275,000 |
| Laid down | 25 October 1861 |
| Launched | 30 January 1862 |
| Commissioned | 25 February 1862 |
| Fate | Lost at sea during a storm, 31 December 1862 (offCape Hatteras,North Carolina) |
| Status | Wreck located 27 August 1973, partially salvaged |
| General characteristics | |
| Type | Monitor |
| Displacement | 987long tons (1,003 t) |
| Tons burthen | 776 tons (bm) |
| Length | 179 ft (54.6 m) |
| Beam | 41 ft 6 in (12.6 m) |
| Draft | 10 ft 6 in (3.2 m) |
| Installed power |
|
| Propulsion | |
| Speed | 6knots (11 km/h; 6.9 mph) |
| Complement | 49 officers and enlisted men |
| Armament | 2 × 11 in (280 mm)smoothboreDahlgren guns |
| Armor |
|
USSMonitor | |
   | |
| Nearest city | Cape Hatteras, North Carolina |
| Area | 9.9 acres (4.0 ha) |
| Built | 1861–1862 |
| Architect | John Ericsson |
| Architectural style | Ironclad warship |
| NRHP reference No. | 74002299[1] |
| Significant dates | |
| Added to NRHP | 11 October 1974 |
| Designated NHL | 23 June 1986 |
USSMonitor was anironclad warship built for theUnited States Navy during theAmerican Civil War and completed in early 1862, becoming the first such ship commissioned by the Navy.[a]Monitor played a central role in theBattle of Hampton Roads on 9 March under the command of LieutenantJohn L. Worden, where she fought thecasemate ironcladCSS Virginia (built on the hull of the scuttled steam frigateUSS Merrimack) to a stalemate. The design of the ship was distinguished by itsrevolving turret, which was designed by American inventorTheodore Timby; it was quickly duplicated and established themonitor class and type of armored warship built for the American Navy over the next several decades.
The remainder of the ship was designed by Swedish-born engineer and inventorJohn Ericsson, and built in 101 days inBrooklyn, New York, on theEast River beginning in late 1861.Monitor presented a new concept in ship design and employed a variety of new inventions and innovations in ship building that caught the attention of the world. The impetus to buildMonitor was prompted by the news that the Confederates had raised the scuttledMerrimack and were building an iron-plated armored vessel named theVirginia on her hull in the old Federal naval shipyard atGosport, nearNorfolk, that could effectively engage the Union ships blockadingHampton Roads harbor and theJames River leading northwest toRichmond (capital of the Confederacy). They could ultimately advance unchallenged onWashington, D.C., up thePotomac River and other seacoast cities. BeforeMonitor could reach Hampton Roads, the Confederate ironclad had already destroyed the sailfrigatesUSS Cumberland andUSS Congress and had run the steam frigateUSS Minnesota aground. That night,Monitor arrived and, just asVirginia set to finish offMinnesota andSt. Lawrence on the second day, the new Union ironclad confronted the Confederate ship, preventing her from wreaking further destruction on the wooden Union ships. A four-hour battle ensued, each ship pounding the other with close-range cannon fire, although neither ship could destroy or seriously damage the other. This was the first battle fought between armored warships and marked a turning point in naval warfare.
The Confederates were forced to scuttle and destroyVirginia as they withdrew in early May 1862 from Norfolk and its naval shipyard, whileMonitor sailed up the James River to support the Union Army during thePeninsula Campaign under General-in-ChiefGeorge B. McClellan. The ship participated in theBattle of Drewry's Bluff later that month, and remained in the area giving support to General McClellan's forces on land until she was ordered to join theUnion Navy blockaders off North Carolina in December. On her way there, shefoundered while under tow during a storm offCape Hatteras on the last day of the year.Monitor's wreck was discovered in 1973 and has been partially salvaged. Her guns,gun turret, engine, and other relics are on display at theMariners' Museum inNewport News, Virginia, a few miles from the site of her most important military action.
While the concept of ships protected by armor existed before the advent of the ironcladMonitor,[3] the need for iron plating on ship arose only after the explosiveshell-firingPaixhans gun was introduced to naval warfare in the 1820s. The use of heavy iron plating on the sides of warships was not practical until steam propulsion matured enough to carry its great weight. Developments in gun technology had progressed by the 1840s so that no practical thickness of wood could withstand the power of a shell.[4] In response, the United States began construction in 1854 of a steam-powered ironclad warship,Stevens Battery,[5] but work was delayed and the designer,Robert Stevens, died in 1856, stalling further work. Since there was no pressing need for such a ship at the time, there was little demand to continue work on the unfinished vessel.[6] It was France that introduced the first operational armored ships as well as the first shell guns and rifled cannons.[7] Experience during theCrimean War of 1854–1855 showed that armored ships could withstand repeated hits without significant damage when French ironcladfloating batteries defeated Russian coastal fortifications during theBattle of Kinburn. Ericsson claimed to have sent the FrenchEmperorNapoléon III a proposal for a monitor-type design, with a gun turret, in September 1854, but no record of any such submission could be found in the archives of the French Ministry of the Navy (Ministre de la Marine) when they were searched by naval historianJames Phinney Baxter III.[8] The French followed those ships with the first ocean-going ironclad, thearmored frigateGloire in 1859, and the British responded withHMS Warrior.[5]
TheUnion Navy's attitude towards ironclads changed quickly when it was learned that the Confederates were converting the capturedUSS Merrimack to an ironclad at the naval shipyard in Norfolk, Virginia. Subsequently, the urgency ofMonitor's completion and deployment to Hampton Roads was driven by fears of what the Confederate ironclad, now renamedVirginia, would be capable of doing, not only to Union ships but to cities along the coast and riverfronts. Northern newspapers published daily accounts of the Confederates' progress in converting theMerrimack to an ironclad; this prompted the Union Navy to complete and deployMonitor as soon as possible.[9]
Word ofMerrimack's reconstruction and conversion was confirmed in the North in late February 1862 whenMary Louvestre of Norfolk, a freed slave who worked as a housekeeper for one of the Confederate engineers working onMerrimack,[10] made her way through Confederate lines with news that the Confederates were building an ironclad warship. Concealed in her dress was a message from a Union sympathizer who worked in the Navy Yard warning that the formerMerrimack, renamedVirginia by the Confederates, was nearing completion.[11][b] Upon her arrival in Washington Louvestre managed to meet withSecretary of the NavyGideon Welles and informed him that the Confederates were nearing the completion of their ironclad, which surprised Welles. Convinced by the papers Louvestre was carrying, he had production ofMonitor sped up. Welles later recorded in his memoirs that "Mrs. Louvestre encountered no small risk in bringing this information ...".[13][14]
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After the United States received word of the construction ofVirginia,Congress appropriated $1.5 million on 3 August 1861 to build one or more armored steamships. It also ordered the creation of a board to inquire into the various designs proposed for armored ships. The Union Navy advertised for proposals for "iron-clad steam vessels of war" on 7 August and Welles appointed three senior officers as theIronclad Board the following day. Their task was to "examine plans for the completion of iron-clad vessels" and consider its costs.[15][c]
Ericsson originally made no submission to the board, but became involved whenCornelius Bushnell, the sponsor of the proposal that became the armoredsloopUSS Galena, needed to have his design reviewed by anaval constructor. The board required a guarantee from Bushnell that his ship would float despite the weight of its armor[16] andCornelius H. DeLamater of New York City recommended that Bushnell consult with his friend Ericsson.[17] The two first met on 9 September and again on the following day, after Ericsson had time to evaluateGalena's design. During this second meeting, Ericsson showed Bushnell a model of his own design, the futureMonitor, derived from his 1854 design. Bushnell got Ericsson's permission to show the model to Welles, who told Bushnell to show it to the board.[18] Upon review of Ericsson's unusual design, the board was skeptical, concerned that such a vessel would not float, especially in rough seas, and rejected the proposal of a completely iron laden ship.President Lincoln, who had also examined the design, overruled them. Ericsson assured the board his ship would float exclaiming, "The sea shall ride over her and she shall live in it like a duck".[19] On 15 September, after further deliberations, the board accepted Ericsson's proposal.[18] The Ironclad Board evaluated 17 different designs, but recommended only three for procurement on 16 September, including Ericsson'sMonitor design.[20]
The three ironclad ships selected differed substantially in design and degree of risk.Monitor was the most innovative design by virtue of its lowfreeboard, shallow-draft iron hull, and total dependence on steam power. The riskiest element of its design was its rotatinggun turret, something that had not previously been tested by any navy.[d] Ericsson's guarantee of delivery in 100 days proved to be decisive in choosing his design despite the risk involved.[22]
Monitor was an unusual vessel in almost every respect and was sometimes sarcastically described by the press and other critics as "Ericsson's folly", "cheesebox on a raft"[23][24] and the "Yankee cheesebox".[25] The most prominent feature on the vessel was a large cylindrical gun turret mountedamidships above the low-freeboard upperhull, also called the "raft". This extended well past the sides of the lower, more traditionally shaped hull. A small armoredpilot house was fitted on the upper deck towards the bow, however, its position preventedMonitor from firing her guns straight forward.[26][e] One of Ericsson's prime goals in designing the ship was to present the smallest possible target to enemy gunfire.[27] The ship was 179 feet (54.6 m)long overall, had abeam of 41 feet 6 inches (12.6 m) and had a maximum draft of 10 feet 6 inches (3.2 m).Monitor had a tonnage of 776tons burthen anddisplaced 987 long tons (1,003 t). Her crew consisted of 49 officers and enlisted men.[28]
| External videos | |
|---|---|
 Working model of vibrating-lever engine of USSMonitor |
The ship was powered by a two-cylinder horizontalvibrating-lever steam engine,[29] also designed by Ericsson, which drove a 9-foot (2.7 m) propeller,[27] whose shaft was nine inches in diameter.[30] The engine used steam generated by two horizontalfire-tube boilers[31] at a maximum pressure of 40 psi (276 kPa; 3 kgf/cm2).[32] The 320-indicated-horsepower (240 kW) engine was designed to give the ship a top speed of 8knots (15 km/h; 9.2 mph), butMonitor was 1–2 knots (1.9–3.7 km/h; 1.2–2.3 mph) slower in service.[29] The engine had abore of 36 inches (914 mm) and astroke of 22 inches (559 mm).[28] The ship carried 100 long tons (100 t) of coal.[29] Ventilation for the vessel was supplied by twocentrifugal blowers near the stern, each of which was powered by a 6-horsepower (4.5 kW) steam engine. One fan circulated air throughout the ship, but the other one forced air through the boilers, which depended on this forced draught. Leather belts connected the blowers to their engines and they would stretch when wet, often disabling the fans and boilers. The ship's pumps were steam operated and water would accumulate in the ship if the pumps could not get enough steam to work.[27]
Monitor's turret measured 20 ft (6.1 m) in diameter and 9 ft (2.7 m) high, constructed with 8 inches (20 cm) of armor (11 inches in front at the gun ports) rendering the overall vessel somewhat top heavy. Its rounded shape helped to deflect cannon shot.[33][34] A pair of steam-powereddonkey engines rotated the turret through a set of gears; a full rotation was made in 22.5 seconds during testing on 9 February 1862.[35] Fine control of the turret proved to be difficult; as there was no brake the steam engines would have to be placed in reverse if the turret overshot its mark, or another full rotation would have to be made. The only way to see out of the turret was through thegun ports; when the guns were not in use, or withdrawn for reloading during battle, heavy iron port stoppers would swing down into place to close the gunports.[36] Including the guns, the turret weighed approximately 160 long tons (163 t); the entire weight rested on an iron spindle that had to be jacked up using a wedge before the turret could rotate.[37] The spindle was 9 inches (23 cm) in diameter which gave it ten times the strength needed in preventing the turret from sliding sideways.[38] When not in use, the turret rested on a brass ring on the deck that was intended to form a watertight seal. In service, however, this proved to leak heavily, despitecaulking by the crew.[37] The gap between the turret and the deck proved to be a problem as debris and shell fragments entered the gap and jammed the turrets of severalPassaic-classmonitors, which used the same turret design, during theFirst Battle of Charleston Harbor in April 1863.[39] Direct hits on the turret with heavy shot could bend the spindle, which could also jam the turret.[40] To gain access to the turret from below, or to hoist up powder and shot during battle, the turret had to rotate to facestarboard, which would line up the entry hatch in the floor of the turret with an opening in the deck below.[41][42] The roof of the turret was lightly built to facilitate any needed exchange of the ship's guns and to improve ventilation, with only gravity holding the roof plates in place.[43]
The turret was intended to mount a pair of 15-inch (380 mm)smoothboreDahlgren guns, but they were not ready in time and 11-inch (280 mm) guns were substituted,[37] weighing approximately 16,000 pounds (7,300 kg) each.Monitor's guns used the standard propellant charge of 15 pounds (6.8 kg) specified by the 1860 ordnance for targets "distant", "near", and "ordinary", established by the gun's designer Dahlgren himself.[44] They could fire a 136-pound (61.7 kg) round shot or shell up to a range of 3,650 yards (3,340 m) at an elevation of +15°.[45]
The top of the armored deck was only about 18 inches (460 mm) above thewaterline. It was protected by two layers of1⁄2-inch (13 mm) wrought iron armor. The sides of the "raft" consisted of three to five layers of 1-inch (25 mm) iron plates, backed by about 30 inches (762 mm) of pine and oak. Three of the plates extended the full 60-inch (1,524 mm) height of the side, but the two innermost plates did not extend all the way down. Ericsson originally intended to use either six 1-inch plates or a single outer 4-inch (100 mm) plate backed by three3⁄4-inch (19 mm) plates, but the thicker plate required too much time to roll.[46] The two innermost plates were riveted together while the outer plates were bolted to the inner ones. A ninth plate, only3⁄4 inch (19 mm) thick and 15 inches (381 mm) wide, was bolted over thebutt joints of the innermost layer of armor. Glassportholes in the deck provided natural light for the interior of the ship; in action these were covered by iron plates.[27]
After the duel between the two ironclads at Hampton Roads there was concern by some Navy officials who witnessed the battle thatMonitor's design might allow for easy boarding by the Confederates. In a letter dated 27 April 1862 Lieutenant Commander O.C. Badger wrote to Lieutenant H. A. Wise, Assistant Inspector of Ordnance, advising the use of "liquid fire", scalding water from the boiler through hoses and pipes, sprayed out via the vents and pilothouse window, to repel enemy boarders.[47] Wise who was aboard and inspectedMonitor after the battle responded in a letter of 30 April 1862: "With reference to the Monitor, the moment I jumped on board of her after the fight I saw that a steam tug with twenty men could have taken the upper part of her in as many seconds ... I hear that hot water pipes are arranged so as to scald the assailants when they may dare to set foot on her."[48] The chance to employ such a tactic never arose. There are conflicting accounts as to whether such an anti-personnel provision was installed.[49][50]
CommodoreJoseph Smith, Chief of theBureau of Yards and Docks, sent Ericsson formal notice of the acceptance of his proposal on 21 September 1861. Six days later, Ericsson signed a contract with Bushnell,John F. Winslow andJohn A. Griswold which stated that the four partners would equally share in the profits or the losses incurred by the construction of the ironclad. There was one major delay, however, over the signing of the actual contract with the government.[51] Welles insisted that ifMonitor did not prove to be a "complete success", the builders would have to refund every cent to the government.[52] Winslow balked at this draconian provision and had to be persuaded by his partners to sign after the Navy rejected his attempt to amend the contract. The contract was finally signed on 4 October for a price of $275,000[53] to be paid in installments as work progressed.[54]
Preliminary work had begun well before that date, however, and Ericsson's consortium contracted withThomas F. Rowland of theContinental Iron Works atBushwick Inlet (in modern-dayGreenpoint, Brooklyn) on 25 October for construction ofMonitor's hull. Herkeel was laid the same day. The turret was built and assembled at theNovelty Iron Works inManhattan, disassembled and shipped to Bushwick Inlet where it was reassembled.[55] The ship's steam engines and machinery were constructed at theDeLamater Iron Works, also in Manhattan.[56] Chief EngineerAlban C. Stimers, who once served aboardMerrimack,[57][58] was appointed Superintendent of the ship while she was undergoing construction.[59] Although never formally assigned to the crew, he remained aboard her as an inspector during her maiden voyage and battle.[58][60]
Construction progressed in fits and starts, plagued by a number of short delays in the delivery of iron and occasional shortages of cash, but they did not delay the ship's progress by more than a few weeks. The hundred days allotted for her construction passed on 12 January, but the Navy chose not to penalize the consortium.[61] The name "Monitor", meaning "one who admonishes and corrects wrongdoers",[53] was proposed by Ericsson on 20 January 1862 and approved by Assistant Secretary of the NavyGustavus Fox.[62] While Ericsson stood on its deck in defiance of all his critics who thought she would never float,[63]Monitor waslaunched on 30 January 1862 to the cheers of the watching crowd, even those who had bet that the ship would sink straight to the bottom,[64] andcommissioned on 25 February.[65]
Even beforeMonitor was commissioned, she ran an unsuccessful set ofsea trials on 19 February. Valve problems with the main engine and one of the fan engines prevented her from reaching theBrooklyn Navy Yard from Bushwick Inlet and she had to be towed there the next day. These issues were easily fixed andMonitor was ordered to sail for Hampton Roads on 26 February, but her departure had to be delayed one day to load ammunition. On the morning of 27 February the ship entered theEast River preparatory to leaving New York, but proved to be all but unsteerable and had to be towed back to the navy yard. Upon examination, the steering gear controlling therudder had been improperly installed and Rowland offered to realign the rudder, which he estimated to take only a day. Ericsson, however, preferred to revise the steering gear by adding an extra set ofpulleys as he believed it would take less time. His modification proved to be successful during trials on 4 March.[64][66][67] Gunnery trials were successfully performed the previous day, although Stimers twice nearly caused disasters as he did not understand how therecoil mechanism worked on Ericsson'scarriage for the 11-inch guns. Instead of tightening them to reduce the recoil upon firing, he loosened them so that both guns struck the back of the turret, fortunately without hurting anybody or damaging the guns.[68]
Monitor employed over forty patented inventions and marked a significant departure from the dominant naval vessels of the time.[19][69] Ericsson's innovative turret design, although not without flaws, facilitated the widespread adoption of rotating guns on warships in navies worldwide.[70] BecauseMonitor was an experimental craft, urgently needed, hurriedly constructed, and almost immediately put to sea, a number of problems were discovered during her maiden voyage to Hampton Roads and during the battle there.[71] Yet she was still able to challengeVirginia and prevent her from further destroying the remaining ships in the Unionflotilla blockading Hampton Roads.[72]
During the "boom time" of the Civil War, Ericsson could have made a fortune with his inventions used inMonitor, but instead gave the U.S. government all hisMonitor patent rights saying it was his "contribution to the glorious Union cause".[73]
The original officers at the time ofMonitor's commissioning were:
| LieutenantJohn Lorimer Worden, Commanding Officer | |
| LieutenantSamuel Greene,Executive Officer | Third Assistant Engineer, Robinson W. Hands |
| Acting Master,Louis N. Stodder | Fourth Assistant Engineer, Mark T. Sunstrom |
| Acting Master, J.N. Webber | Acting Assistant Paymaster, William F. Keeler |
| First Assistant Engineer, Isaac Newton Jr. | Acting Assistant Surgeon, Daniel C. Logue[74] |
| Second Assistant Engineer, Albert B. Campbell | |
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Monitor's crew were all volunteers and totaled 49 officers and enlisted men. The ship required ten officers: a commander, an executive officer, four engineers, one medical officer, two masters and a paymaster.[74] Before Worden was allowed to select, assemble, and commit a crew toMonitor, the vessel had to be completed.[75]
Four of the officers wereline officers and responsible for the handling of the vessel and operation of guns during battle, while the engineering officers were considered a class unto themselves.[75] InMonitor's turret, Greene and Stodder supervised loading and firing of the two eleven-inch (280 mm) Dahlgrens. Each gun was crewed by eight men.[76] In Worden's report of 27 January 1862 to Welles, he stated he believed 17 men and 2 officers would be the maximum number in the turret that allowed the crew to work without getting in each other's way.[77]
Monitor also required petty officers: among them was Daniel Toffey, Worden's nephew. Worden had selected Toffey to serve as his captain's clerk. Two black Americans were also among the enlisted men in the crew.[80]
Living quarters for the senior officers consisted of eight separate well-furnished cabins, each provided with a small oak table and chair, an oil lamp, shelves and drawers and a canvas floor covering covered with a rug. The entire crew were given goat-skin mats to sleep on. Lighting for each living area was provided by small skylights in the deck above, which were covered by an iron hatch during battle. The officer's wardroom was located forward of the berth deck where officers would eat their meals, hold meetings or socialize during what little spare time they had. It was well furnished with an oriental rug, a large oak table and other such items. Ericsson had personally paid for the costs of all the officer's furnishings.[81]
Many details ofMonitor's history and insights of everyday crew life have been discovered from correspondence sent from the various crew members to family and friends while serving aboard the ironclad. In particular the correspondence ofGeorge S. Geer, who sent more than 80 letters, often referred to asThe Monitor Chronicles,[f] to his wife Martha during the entire time ofMonitor's service provide many details and insights into every chapter of the ironclad's short-lived history, offering a rare perspective of a sailor's experience on the naval front during the Civil War. The letters of Acting PaymasterWilliam F. Keeler to his wife Anna also corroborate many of the accounts of affairs that took place aboardMonitor. The letters of Geer and Keeler are available for viewing and are housed at theMariners' Museum in Virginia.[82] Other crew members were interviewed later in life, likeLouis N. Stodder, one of the last crew members to abandonMonitor minutes before she sank in a storm at sea,[83] who was the last surviving crew member ofMonitor and lived well into the 20th century.[84]
On 6 March 1862, the ship departed New York bound forFort Monroe, Virginia, towed by the ocean-goingtugSeth Low and accompanied by the gunboatsCurrituck andSachem.[85] Worden, not trusting the seal between the turret and the hull, and ignoring Ericsson's advice,[86] wedged the former in the up position and stuffedoakum and sail cloth in the gap.[87] Rising seas that night washed the oakum away and water poured underneath the turret, as well as through thehawsepipe, various hatches, ventilation pipes, and the twofunnels, so that the belts for the ventilation and boiler fans loosened and fell off and the fires in the boilers were nearly extinguished over the course of the next day; this created a toxic atmosphere in the engine room that knocked out most of the engine-room crew. First Assistant Engineer Isaac Newton ordered the engine room abandoned and had the able-bodied crew drag the afflicted engine room hands to the top of the turret where the fresh air could revive them.[86] Both Newton and Stimers worked desperately to get the blowers to work, but they too succumbed to the noxious fumes and were taken above.[88] Onefireman was able to punch a hole in the fan box, drain the water, and restart the fan. Later that night, the wheel ropes controlling the ship's rudder jammed, making it nearly impossible to control the ship's heading in the rough seas.Monitor was now in danger offoundering, so Worden signaledSeth Low for help and hadMonitor towed to calmer waters closer to shore so she was able to restart her engines later that evening. She roundedCape Charles around 3:00 pm on 8 March and enteredChesapeake Bay, reachingHampton Roads at 9:00 pm, well after the first day's fighting in the Battle of Hampton Roads had concluded.[89]
On 8 March 1862,Virginia, commanded byCommanderFranklin Buchanan,[90] was ready to engage the Union flotilla blockading the James River.[g]Virginia was powered byMerrimack's original engines, which had been condemned by the US Navy before her capture. The ship's chief engineer, H. Ashton Ramsay, served inMerrimack before the Civil War broke out and knew of the engines' unreliability, but Buchanan pushed forward undaunted.[92][h]
The slow-movingVirginia attacked the Union blockading squadron in Hampton Roads, Virginia, destroying the sail frigatesCumberland andCongress.[i] Early in the battle, the steam frigateUSS Minnesota ran aground while attempting to engageVirginia, and remained stranded throughout the battle.Virginia, however, was unable to attackMinnesota before daylight faded. That day Buchanan was severely wounded in the leg and was relieved of command byCatesby ap Roger Jones.[93]
Days before the battle a telegraph cable was laid between Fortress Monroe, which overlooked Hampton Roads, and Washington.[94] Washington was immediately informed of the dire situation after the initial battle. Many were now concernedVirginia would put to sea and begin bombarding cities such as New York while others feared she would ascend thePotomac River and attack Washington.[95] In an emergency meeting among President Lincoln, Secretary of WarEdwin M. Stanton, Secretary Welles and other senior naval officers, inquiries were made aboutMonitor's ability to stopVirginia's prospect of further destruction. When the temperamental Stanton learned thatMonitor had only two guns, he expressed contempt and rage as he paced back and forth, further increasing the anxiety and despair among attendees of the meeting. Assurances from Admiral Dahlgren and other officers thatVirginia was too massive to effectively approach Washington and thatMonitor was capable of meeting the challenge gave him no consolation. After further deliberation, Lincoln was finally assured, but Stanton remained almost in a state of terror and sent telegrams to various governors and mayors of the coastal states warning them of the danger.[96][97] Subsequently, Stanton approved a plan to load some sixty canal boats with stone and gravel and sink them in the Potomac, but Welles was able to convince Lincoln at the last moment that such a plan would only preventMonitor and other Union ships from reaching Washington and that the barges should only be sunk only ifVirginia was able to make her way up the Potomac.[98]
About 9:00 pm,Monitor finally arrived on the scene, only to discover the destruction thatVirginia had already wrought on the Union fleet. Worden was ordered upon reaching Hampton Roads to anchor alongsideUSS Roanoke and report to Captain John Marston; Worden was briefed on the situation and received further orders to protect the groundedMinnesota.[99][100] By midnight, under the cover of darkness,Monitor quietly pulled up alongside and behind theMinnesota and waited.[101]
The next morning at about 6:00 amVirginia, accompanied byJamestown,Patrick Henry andTeaser, got underway fromSewell's Point to finish offMinnesota and the rest of the blockaders, but were delayed from reaching Hampton Roads because of heavy fog until about 8:00 am.[102] InMonitor Worden was already at his station in the pilot house while Greene took command of the turret.[103] Samuel Howard, Acting Master ofMinnesota, who was familiar with Hampton Roads with its varying depths and shallow areas, had volunteered to be the pilot the night before and thus was accepted, while Quarter MasterPeter Williams steered the vessel throughout the battle (Williams was later awarded theMedal of Honor for this act).[104][105] The speaking tube used to communicate between the pilothouse and the turret broke early in the action, so Keeler and Toffey had to relay commands from Worden to Greene.[106][107] AsVirginia approached, she began firing atMinnesota from more than a mile away, a few of her shells hitting the vessel. When the firing was heard in the distance, Greene sent Keeler to the pilot house for permission to open fire as soon as possible; Worden ordered,[103][108] "Tell Mr. Greene not to fire till I give the word, to be cool and deliberate, to take sure aim and not waste a shot."[108]
Monitor, to the surprise ofVirginia's crew, emerged from behindMinnesota and positioned herself between her and the grounded ship, preventing the Confederate ironclad from further engaging the vulnerable wooden ship at close range. At 8:45 am Worden gave the order to fire; Greene fired the first shots of the battle between the two ironclads, which harmlessly deflected off the Confederate ironclad. During the battleMonitor fired solid shot, about once every eight minutes, whileVirginia fired shell exclusively.[109] The ironclads fought, generally at close range, for about four hours, ending at 12:15 pm,[110][j] ranging from a few yards to more than a hundred. Both ships were constantly in motion, maintaining a circular pattern. Because ofVirginia's weak engines, great size and weight, and a draft of 22 ft (6.7 m), she was slow and difficult to maneuver, taking her half an hour to complete a 180-degree turn.[112]
During the engagement, the controls of the machinery drivingMonitor's turret spindle began to malfunction, making it extremely difficult to turn and stop the turret itself at a given position, so the crew simply let the turret continuously turn and fired their guns "on the fly" as they bore onVirginia.Monitor received several direct hits on the turret, causing some bolts to violently shear off and ricochet around inside. The deafening sound of the impact stunned some of the crew, causing bleeding from noses and ears.[113][114] However, neither vessel was able to sink or seriously damage the other. At one point,Virginia attempted to ram, but only struckMonitor a glancing blow and did no damage. The collision did, however, aggravate the damage toVirginia's bow from when she had previously rammedCumberland.Monitor was also unable to do significant damage toVirginia, possibly because her guns were firing with reduced charges, on advice from CommanderJohn Dahlgren, the gun's designer, who lacked the "preliminary information" needed to determine what amount of charge was needed to "pierce, dislocate or dislodge iron plates" of various thicknesses and configurations.[56][115][k] During the battle Stodder was stationed at the wheel that controlled the turning of the turret, but at one point when he was leaning against its side the turret received a direct hit directly opposite to him which knocked him clear across the inside, rendering him unconscious. He was taken below to recover and relieved by Stimers.[107][116]
The two vessels were at such close range that they collided five times.[117] By 11:00 amMonitor's supply of shot in the turret had been exhausted. With one of the gun port covers jammed shut, she hauled off to shallow waters to resupply the turret and repair the damaged hatch, which could not be fixed. During the lull in the battle, Worden climbed through the gun port out onto the deck to get a better view of the overall situation.Virginia, seeingMonitor turn away, turned her attention toMinnesota and fired shots that set the wooden vessel ablaze, also destroying the nearbytugboatDragon. When the turret was resupplied with ammunition, Worden returned to battle with only one gun able to fire.[118]
Towards the end of the engagement, Worden directed Williams to steerMonitor around the stern of the Confederate ironclad;Lieutenant Wood firedVirginia's 7-inch Brooke gun atMonitor'spilothouse, striking the forward side directly beneath the sight hold, cracking the structural "iron log" along the base of the narrow opening just as Worden was peering out.[119] Worden was heard to cry out,My eyes—I am blind! Others in the pilothouse had also been hit with fragments and were also bleeding.[120] Temporarily blinded by shell fragments and gunpowder residue from the explosion, and believing the pilothouse to be severely damaged, Worden ordered Williams to sheer off into shallow water, whereVirginia with her deep draft could not follow. ThereMonitor drifted idly for about twenty minutes.[121] At the time the pilothouse was struck, Worden's injury was only known to those in the pilothouse and immediately nearby. With Worden severely wounded, command passed to the executive officer,Samuel Greene. Taken by surprise, he was briefly undecided as to what action to take next,[120] but after assessing the damage, soon orderedMonitor to return to the battle.[107][118][122]
Shortly afterMonitor withdrew,Virginia ran aground, at which time Jones came down from the spar deck to find the gun crews not returning fire. Jones demanded to know why and was briefed by LieutenantEggleston that powder was low and precious, and givenMonitor's resistance to shot after two hours of battle, maintained that continued firing at that point would be a waste of ammunition.[26]Virginia soon managed to break away and headed back towards Norfolk for needed repairs, believing thatMonitor had withdrawn from battle. Greene did not pursue;[123] like Worden, he was under orders to stay with and protectMinnesota,[124] an action for which he was later criticized.
As a result of the duel between the two ironclads,Monitor was struck 22 times, including nine hits to the turret and two to the pilothouse. She had managed to fire 41 shots from her pair of Dahlgren guns.Virginia sustained 97 indentations to her armor from the fire ofMonitor and other ships. Neither ship sustained any significant damage. In the opinion ofVirginia's commander Jones and her other officers,Monitor could have sunk their ship had she hit the vessel at the waterline.[121][125]
Strategically, the battle between these two ships was considered the most definitive naval battle of the Civil War. The battle itself was largely considered a draw, though it could be arguedVirginia did slightly more damage.[121]Monitor did successfully defendMinnesota and the rest of the Union blockading force, whileVirginia was unable to complete the destruction she started the previous day. The battle marked a turning point in the way naval warfare would be fought in the future.[126] Strategically, nothing had changed: the Union still controlled Hampton Roads and the Confederates still held several rivers and Norfolk,[127] making it a strategic victory for the North. The battle of the ironclads led to what was referred to as "Monitor fever" in the North. During the course of the war, improved designs based onMonitor emerged; 60 ironclads were built.[101]
Immediately following the battle Stimers telegraphed Ericsson, congratulating and thanking him for making it possible to confront the Confederate ironclad and for "saving the day". No sooner thanMonitor had weighed anchor, numerous small boats and spectators on shore flocked around the ship to congratulate the crew for what they regarded as their victory overVirginia. Assistant Secretary Fox, who observed the entire battle from aboardMinnesota, came aboardMonitor and jokingly told her officers, "Well gentlemen, you don't look as though you just went through one of the greatest naval conflicts on record". A small tug soon came alongside and the blinded Worden was brought up from his cabin while crew members and spectators cheered. He was taken to Fort Monroe for preliminary treatment, then to a hospital in Washington.[128]
Stimers and Newton soon began repairing the damage to the pilot house, and reconfigured the sides from an upright position to a slope of thirty degrees to deflect shot. During this time, Mrs. Worden personally brought news of her husband's progress and recovery and was optimistic, informing the crew his eyesight would soon return but he would be laid up for some time. She also informed them President Lincoln had personally paid Worden a visit extending his gratitude.[129] Worden was later taken to his summer home in New York and remained unconscious for three months.[130] He returned to Naval service in 1862 as captain ofUSS Montauk, anotherMonitor-type ironclad.
The Confederates were also celebrating what they considered a victory, as crowds of spectators gathered along the banks of theElizabeth River, cheering and waving flags, handkerchiefs and hats asVirginia, displaying the capturedensign ofCongress, passed along up the river. The Confederate government was ecstatic and immediately promoted Buchanan to Admiral.[131]
Both the Union and Confederacy soon came up with plans for defeating the other's ironclad. Oddly, these did not depend on their own ironclads. The Union Navy chartered a large ship (thesidewheelerUSS Vanderbilt) and reinforced her bow with steel specifically to be used as anaval ram, providedVirginia steamed far enough out into Hampton Roads.[132]
On 11 April,Virginia, accompanied by a number of gunboats, steamed into Hampton Roads to Sewell's Point at the southeast edge, almost over toNewport News, in a challenge to lureMonitor into battle.Virginia fired a few shots ineffectively at very long range whileMonitor returned fire, remaining near Fort Monroe, ready to fight ifVirginia came to attack the Federal force congregated there.[133] Furthermore,Vanderbilt was in position to ramVirginia if she approached the fort, butVirginia did not take the bait.[134] In a further attempt to enticeMonitor closer to the Confederate side so she could be boarded, the James River Squadron moved in and captured three merchant ships, the brigsMarcus andSabout, and the schoonerCatherine T. Dix.[135] These had been grounded and abandoned when they sightedVirginia entering the Roads. Their flags were then hoisted "Union-side down" to tauntMonitor into a fight as they were towed back to Norfolk. In the end, both sides had failed to provoke a fight on their terms.[136]
TheConfederate Navy originally had devised a plan by which theJames River Squadron would swarmMonitor with a party of men to board and capture the vessel, and disable her by using heavy hammers to drive iron wedges under and disable the turret, and by covering the pilothouse with a wet sail effectively blinding the pilot. Others would throw combustibles down the ventilation openings and smoke holes. At one point Jones made such an attempt to board the vessel, but she managed to slip away around the stern ofVirginia in time.[118]
There was a second confrontation on 8 May, whenVirginia came out whileMonitor and four other Federal ships bombarded Confederate batteries at Sewell's Point. The Federal ships retired slowly to Fort Monroe, hoping to lureVirginia into the Roads. She did not follow, however, and after firing a gun to windward as a sign of contempt, anchored off Sewell's Point. Later, when Confederate forces abandoned Norfolk on 11 May 1862, they were forced to destroyVirginia.[137]
After the destruction ofVirginia,Monitor was free to assist theUnion Army andGeneral McClellan's campaign against Richmond. As the Navy always gave command to officers based on seniority, Greene was replaced with LieutenantThomas O. Selfridge the day after the battle. Two days later, Selfridge was in turn relieved by LieutenantWilliam Nicholson Jeffers on 15 May 1862.[138][139]Monitor was now part of a flotilla under the command of AdmiralJohn Rodgers aboardGalena, and, along with three other gunboats, steamed up the James River and engaged the Confederate batteries atDrewry's Bluff. The force had instructions to coordinate their efforts with McClellan's forces on land and push on towards Richmond to bombard the city into surrender if possible. Without any assistance, the task force got within 8 mi (13 km) of the Confederate capital but could not proceed further because of sunken vessels and debris placed in the river that blocked further passage. There were also artillery batteries atFort Darling overlooking and guarding the approach, along with other heavy guns and sharpshooters positioned along the river banks. The fort was strategically situated on the west bank of the James River atop of abluff some 200 ft (61 m) above and overlooking the bend in the river.[139][140]Monitor was of little help in the assault because the confinement and small gun ports of her turret would not allow her to elevate her guns sufficiently to engage the Confederate batteries at close range, so she had to fall back and fire at a greater distance,[140] while the other gunboats were unable to overcome the fortifications on their own.[56] AfterMonitor received only a few hits, without incurring any damage, the Confederates, many of whom were former crew members ofVirginia well aware of her ability to withstand cannon shot even at close range,[141] concentrated their guns on the other ships, especiallyGalena, which sustained considerable damage and moderate casualties.[140] After a near four-hour artillery duel and sustaining numerous hits overall, the flotilla was unable to neutralize the fortification and had to turn back.[142] Not a single Union ship reached Richmond until near the end of the war, when the city was finally evacuated by the Confederates.[140][143]
After the battle at Drewry's BluffMonitor remained on the James River providing support, along with theGalena and other gunboats, to McClellan's troops at various points along the river includingHarrison's Landing[145][146] which ended in August. However most of the time spent on the river was marked with inactivity and hot weather which had a negative effect on the morale ofMonitor's crew. During the long, hot, summer, several crew members became sick and were transferred to Hampton Roads while various officers were replaced including Newton, while Jeffers was replaced by CommanderThomas H. Stevens, Jr.[l] on 15 August. By the end of August,Monitor was ordered back to Hampton Roads and dropped anchor nearby the sunkenCumberland at Newport News Point on 30 August, much to the approval of the crew.Monitor's sole purpose now was to blockade the James River from any advances made by the newly constructedVirginia II, an ironclad ram.[145]
In September CaptainJohn P. Bankhead received orders to take command ofMonitor, relieving Stevens, and was sent to Hampton Roads to take charge of the vessel.[147] Shortly after Bankhead assumed command,Monitor's engines and boilers were condemned by a board of survey which recommended that they be overhauled completely.[148] On 30 September the ironclad was sent to theWashington Navy Yard for repairs[149][150] arriving there on 3 October.[151]
Upon arrival at WashingtonMonitor and her crew were greeted by a crowd of thousands of cheering admirers who came to see the ship that "saved the nation".Monitor was now a premier tourist attraction and the crowd was soon allowed on board to tour the vessel.[152] During this time the vessel was picked clean of artifacts for souvenirs by the touring civilians that came aboard. When Stodder and others came to close up the dock and ship one evening Stodder noted, "When we came up to clean that night there was not a key, doorknob,escutcheon – there wasn't a thing that hadn't been carried away."[153]
BeforeMonitor was put intodry dock for repairs, Lincoln, Fox, various officials and a few of Worden's close friends arrived to ceremoniously review the vessel and pay respect to the crew and former commander Worden, who after a long and partial recovery arrived for the occasion. Entire army regiments were also directed to come by the navy yard and review the ship and honor the crew.Monitor's crew assembled on deck in formation with their officers in front, while Lincoln, Fox and other guests stood near the turret. When Worden, with part of his face blackened from the wounds he received at Hampton Roads, came aboard, the heavy guns in the navy yard were fired insalute. Lincoln came forward and greeted Worden and then introduced him to some of the others. After his formal greeting the crew swarmed around Worden and embraced and shook hands with their former commander and thanked God for his recovery and return. Worden called each of them by name and spoke friendly to and complimented each of them personally. When order was restored the President gave a short speech about Worden's career. At Fox's request, Worden gave a speech to the gathering about his voyage from New York to Hampton Roads, the trials they were faced with along the way and of the great battle betweenMonitor andVirginia, while payingtribute to many of the officers and men involved. In closing he gave special thanks to Ericsson, Lincoln, Welles and all who made construction ofMonitor possible.[154][155]
WhileMonitor was undergoing repairs her crew was put aboardUSS King Philip and were eventually granted a furlough by Bankhead who himself went on leave.[156] For approximately six weeks the vessel remained in dry dock while her bottom was scraped clean, the engines and boilers were overhauled, the entire vessel was cleaned and painted, and a number of improvements made, including an iron shield around the top of the turret.[147] To make the vessel more seaworthy, a 30-foot (9 m) funnel-shapedsmokestack was placed over the smoke outlet while taller fresh air vents were installed. Theberth deck below was also enlarged and raised by removing some of the side storerooms and placing them below, thus reducing the height of the interior which now barely allowed the crew to stand upright. Several cranes were also added while interior improvements were made making the confining environment more livable. A large blower that operated with its own engine was installed which drew fresh air down through the pilothouse. During this time the two Dahlgren guns were each engraved with large letters,MONITOR & MERRIMAC – WORDEN andMONITOR & MERRIMAC – ERICSSON, respectively.[m] Additional iron plates were installed covering the dents from the previous battles. Each plate was inscribed with the name of the source from where the shell causing the dent was made. i.e.Merrimack, Fort Darling, etc.[154][157]Stanchions were also installed around the perimeter of the freeboard with a rope strung through each making it safer to walk about the deck amid stormy weather and rough seas.[154]Monitor was finally taken out of dry dock on 26 October. By November the ship was fully repaired and ready to return to service.[147][158]
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On 24 December 1862, orders were issued directingMonitor toBeaufort, North Carolina to joinUSS Passaic andUSS Montauk for a joint Army-Navy expedition against Wilmington, North Carolina, where she would join the blockade offCharleston. The orders were received by the crew on Christmas Day, some of whom had been aboardMonitor on her harrowing journey from New York to Hampton Roads in March and were not pleased with the prospect of taking to the high seas once again. Dana Greene remarked, "I do not consider this steamer a sea going vessel".[159]
The crew celebrated Christmas aboardMonitor while berthed at Hampton Roads in what was described as a most merry fashion, while many other celebrations were occurring along the shore. The ship's cook was paid one dollar to prepare a meal for the crew befitting the day; it was received with mixed opinion. That day,Monitor was made ready for sea, her crew under strict orders not to discuss the impending voyage with anyone, but bad weather delayed her departure until 29 December.[160]
While the design ofMonitor was well-suited for river combat, her low freeboard and heavy turret made her highly unseaworthy in rough waters. Under the command ofJohn P. Bankhead,Monitor put to sea on 31 December, under tow from the steamshipUSS Rhode Island, as a heavy storm developed offCape Hatteras, North Carolina. Using chalk and a blackboard, Bankhead wrote messages alertingRhode Island that ifMonitor needed help she would signal with a red lantern.[161]
Monitor was soon in trouble as the storm increased in ferocity. Large waves were splashing over and completely covering the deck and pilot house so the crew temporarily rigged the wheel atop the turret which was manned by helmsman Francis Butts.[162] Water continued flooding into the vents and ports and the ship began rolling uncontrollably in the high seas. Sometimes she would drop into a wave with such force the entire hull would tremble. Leaks were beginning to appear everywhere. Bankhead ordered the engineers to start theWorthington pumps, which temporarily stemmed the rising waters, but soonMonitor was hit by a squall and a series of violent waves and water continued to work its way into the vessel. Right when the Worthington pump could no longer keep pace with the flooding, a call came from the engine room that water was gaining there. Realizing the ship was in serious trouble, Bankhead signaledRhode Island for help and hoisted the red lantern next toMonitor's white running light atop the turret. He then ordered the anchor dropped to stop the ship's rolling and pitching with little effect, making it no easier for the rescue boats to get close enough to receive her crew. He then ordered the towline cut and called for volunteers,[163] Stodder, along with crewmates John Stocking,[164] and James Fenwick volunteered and climbed down from the turret, but eyewitnesses said that as soon as they were on the deck Fenwick and Stocking were quickly swept overboard and drowned. Stodder managed to hang onto the safety lines around the deck and finally cut through the 13 in (33 cm) towline with a hatchet.[165] At 11:30 pm. Bankhead ordered the engineers to stop engines and divert all available steam to the large Adamscentrifugal steam pump;[166] but with reduced steam output from a boiler being fed wet coal, it too was unable to stem the rapidly rising water.[167][168] After all of the steam pumps had failed, Bankhead ordered some of the crew to man thehand pumps and organized abucket brigade, but to no avail.[145]
Greene and Stodder were among the last men to abandon ship and remained with Bankhead who was the last surviving man to abandon the sinkingMonitor. In his official report ofMonitor to the Navy Department, Bankhead praised Greene and Stodder for their heroic efforts and wrote, "I would beg leave to call the attention of the Admiral and of the Department of the particularly good conduct of Lieutenant Greene and Acting Master Louis N. Stodder, who remained with me until the last, and by their example did much toward inspiring confidence and obedience on the part of the others."[83]
After a frantic rescue effort,Monitor finally capsized and sank, stern first,[169] approximately 16 miles (26 km) southeast off Cape Hatteras with the loss of sixteen men,[170] including four officers, some of whom remained in the turret, which detached as the ship capsized. Forty-seven men were rescued by the life boats fromRhode Island.[171][172][n] Bankhead, Greene and Stodder barely managed to get clear of the sinking vessel and survived the ordeal,[166] but suffered from exposure from the icy winter sea.[173] After his initial recovery, Bankhead filed his official report, as did the commanding officers of theRhode Island, stating officers and men of bothMonitor andRhode Island did everything within their ability to keepMonitor from sinking. The Navy did not find it necessary to commission a board of inquiry to investigate the affair and took no action against Bankhead or any of his officers.[174]
Some time later a controversy emerged over whyMonitor sank. In theArmy and Navy Journal, Ericsson accused the crew of drunkenness during the storm, being consequently unable to prevent the vessel from sinking. Stodder vigorously defended the crew and rebuked Ericsson's characterization of the crew and events and wrote to Pierce that Ericsson "covers up defects by blaming those that are now dead", pointing out that there were a number of unavoidable events and circumstances that led to the ship's sinking, foremost being the overhang between the upper and lower hulls which came loose and partially separated during the storm from slamming into the violent waves. Stodder's account was corroborated by other shipmates.[175]
The Navy tested an "underwater locator" in August 1949 by searching an area south of theCape Hatteras Lighthouse for the wreck ofMonitor. It found a 140-foot (42.7 m) long object bulky enough to be a shipwreck, in 310 feet (94.5 m) of water that was thought to beMonitor, but powerful currents negated attempts by divers to investigate.[176] RetiredRear AdmiralEdward Ellsberg proposed using externalpontoons to raise the wreck in 1951, the same method ofmarine salvage he had used on the sunkensubmarineS-51, for the cost of $250,000.[177] Four years later,Robert F. Marx claimed to have discovered the wreck based on the idea she had drifted into shallow water north of thelighthouse before sinking. Marx said he had dived on the wreck and placed a Coke bottle with his name on it in one of the gun barrels, although he never provided any proof of his story.[178]
Interest in locating the ship revived in the early 1970s andDuke University, theNational Geographic Society and theNational Science Foundation sponsored an expedition in August 1973 to search for the wreck using a towedsonar system. The Duke team was led by John G. Newton[179] (no known relation to the Isaac Newton that served on theMonitor). On 27 August,Monitor was discovered almost 111 years after sinking, nearCape Hatteras at 230 feet (70 m) depth at coordinates35°0′6″N75°24′23″W / 35.00167°N 75.40639°W /35.00167; -75.40639. They sent a camera down to photograph the wreck, but the pictures were so fuzzy as to be useless; on a second attempt the camera snagged something on the wreck and was lost. The sonar images did not match what they expected the wreck to look like until they realized that the sinking vessel had turned over while descending and was resting at the bottom upside down. The team announced their discovery on 8 March 1974. Another expedition was mounted that same month to confirm the discovery and the researchsubmersibleAlcoa Sea Probe was able to take still photos and video of the wreck that confirmed it wasMonitor.[180][181]
These photos revealed that the wreck was disintegrating and the discovery raised another issue. Since the Navy had formally abandoned the wreck in 1953, it could be exploited by divers and private salvage companies as it lay outside North Carolina's territorial limits.[o] To preserve the ship, the wreck, and everything around it, a .5-nautical-mile (0.93 km; 0.58 mi) radius was designated as theMonitor National Marine Sanctuary, the first U.S.marine sanctuary, on 30 January 1975.[183]Monitor was also designated aNational Historic Landmark on 23 June 1986.[184]
In 1977, scientists were finally able to view the wreckage in person as the submersibleJohnson Sea Link was used to inspect it. TheSea Link was able to ferry divers down to the sunken vessel and retrieve small artifacts.[185] U.S. Navy interest in raising the entire ship ended in 1978 when CaptainWillard F. Searle Jr. calculated the cost and possible damage expected from the operation: $20 million to stabilize the vessel in place, or as much as $50 million to bring all of it to the surface.[186] Research continued and artifacts continued to be recovered, including the ship's 1,500-pound (680 kg) anchor in 1983. The growing number of relics required conservation and a proper home so the U.S.National Oceanic and Atmospheric Administration (NOAA), in charge of all U.S. marine sanctuaries, selected the Mariners' Museum on 9 March 1987 after considering proposals from several other institutions.[187][188]
Initial efforts in 1995 by Navy and NOAA divers to raise the warship's propeller were foiled by an abnormally stormy season off Cape Hatteras. Realizing that raising the whole wreck was impractical for financial reasons as well as the inability to bring up the wreck intact, NOAA developed a comprehensive plan to recover the most significant parts of the ship, namely her engine, propeller, guns, and turret. It estimated that the plan would cost over 20 million dollars to implement over four years. The Department of Defense Legacy Resource Management Program contributed $14.5 million. The Navy divers, mainly from its twoMobile Diving and Salvage Units, would perform the bulk of the work necessary in order to train in deep sea conditions and evaluate new equipment.[189]
Another effort to raiseMonitor's propeller was successful on 8 June 1998, although the amount of effort required to work in the difficult conditions off Cape Hatteras was underestimated and the fewer than 30 divers used were nearly overwhelmed. The 1999 dive season was mostly research oriented as divers investigated the wreck in detail, planning how to recover the engine and determining if they could stabilize the hull so that it would not collapse onto the turret. In 2000, the diversshored up the port side of the hull with bags ofgrout, installed the engine recovery system, an external framework to which the engine would be attached, in preparation for the next season, and made over five times as many dives as they had the previous season.[190]
The 2001 dive season concentrated on raising the ship's steam engine andcondenser. Hull plates had to be removed to access the engine compartment and both the engine and the condenser had to be separated from the ship, the surrounding wreckage and each other. AMini Rover ROV was used to provide visibility of the wreck and divers to the support staff above water. The engine was raised on 16 July and the condenser three days later by thecrane bargeWotan.Saturation diving was evaluated by the Navy that dive season onMonitor and proved to be very successful, allowing divers to maximize their time on the bottom.[191] Thesurface-supplied divers evaluated the use ofheliox due to the depth of the wreck. It also proved to be successful once thedive tables were adjusted.[192]
Much like the previous year, the 2002 dive season was dedicated to lifting the 120-long-ton (120 t) turret to the surface. Around 160 divers were assigned to remove the parts of the hull, including the armor belt, that lay on top of the turret using chisels,exothermiccutting torches and 20,000 psi (140 MPa; 1,410 kg/cm2)hydroblasters. They removed as much of the debris from inside the turret as possible to reduce the weight to be lifted. This was usuallyconcreted coal as one of the ship's coal bunkers had ruptured and dumped most of its contents into the turret. The divers prepared the turret roof for the first stage of the lift by excavating underneath the turret and placed steel beams and angle irons to reinforce it for its move onto a lifting platform for the second stage. A large, eight-legged lifting frame, nicknamed the "spider", was carefully positioned over the turret to move it onto the platform and the entire affair would be lifted by the crane mounted on theWotan. The divers discovered one skeleton in the turret on 26 July before the lift and spent a week carefully chipping about half of it free of the concreted debris; the other half was inaccessible underneath the rear of one of the guns.[193]
WithTropical Storm Cristobal bearing down on the recovery team, and time and money running out,[194] the team made the decision to raise the turret on 5 August 2002, after 41 days of work, and the gun turret broke the surface at 5:30 pm to the cheers of everyone aboardWotan and other recovery ships nearby.[195] As archaeologists examined the contents of the turret after it had been landed aboardWotan, they discovered a second skeleton, but removing it did not begin until the turret arrived at the Mariners' Museum for conservation. The remains of these sailors were transferred to theJoint POW/MIA Accounting Command (JPAC) atHickam Air Force Base, Hawaii, in the hope that they could be identified.[196]
Only 16 of the crew were not rescued byRhode Island beforeMonitor sank and theforensic anthropologists at JPAC were able to rule out the three missing black crewmen based on the shape of thefemurs and skulls.[197] Among the most promising of the 16 candidates were crew members Jacob Nicklis, Robert Williams and William Bryan,[198][199][200][201] but a decade passed without their identities being discovered. On 8 March 2013 their remains were buried atArlington National Cemetery with full military honors.[202]
In 2003 NOAA divers and volunteers returned to theMonitor with the goal of obtaining overall video of the site to create a permanent record of the current conditions on the wreck after the turret recovery. Jeff Johnston of theMonitor National Marine Sanctuary (MNMS) also wanted a definitive image of the vessel's pilothouse. During the dives,Monitor's iron pilothouse was located near the bow of the vessel and documented for the first time by videographer Rick Allen, ofNautilus Productions, in its inverted position.[203]
Conservation of the propeller was completed nearly three years after its recovery, and it is on display in the Monitor Center at the Mariners' Museum.[204] As of 2013, conservation of the engine, its components, the turret and the guns continues.[205] The Dahlgren guns were removed from the turret in September 2004 and placed in their own conservation tanks.[206] Among some of the artifacts recovered from the sunken vessel was a red signal lantern, possibly the one used to send a distress signal toRhode Island and the last thing to be seen beforeMonitor sank in 1862 – it was the first object recovered from the site in 1977. A gold wedding band was also recovered from the hand of the skeletal remains of one ofMonitor's crew members found in the turret.[207]
Northrop Grumman Shipyard in Newport News constructed a full-scale non-seaworthy static replica ofMonitor. The replica was laid down in February 2005 and completed just two months later on the grounds of the Mariners' Museum.[208] The Monitor National Marine Sanctuary conducts occasional dives on the wreck to monitor and record any changes in its condition and its environment.[209]
TheGreenpointMonitor Monument inMcGolrick Park,Brooklyn, depicts a sailor fromMonitor pulling on acapstan. The sculptorAntonio de Filippo was commissioned by theState of New York in the 1930s for a bronze statue to commemorate the Battle of Hampton Roads, John Ericsson, and the crew of the ship. It was dedicated on 6 November 1938.[210] A vandal doused it with white paint on 7 January 2013.[211]
In 1995 the U.S. Postal Service issued a stamp commemorating USSMonitor and CSSVirginia depicting the two ships while engaged in their famous battle at Hampton Roads. For an image of the stamp, see footnote link.[212]
The 150th anniversary of the ship's loss prompted several events in commemoration. A memorial toMonitor and her lost crew members was erected in the Civil War section ofHampton National Cemetery by NOAA'sOffice of National Marine Sanctuaries, together with the U.S. Navy and theU.S. Department of Veterans Affairs, and dedicated on 29 December 2012.[213] TheGreenpoint Monitor Museum commemorated the ship and her crew with an event on 12 January 2013 at the grave sites of thoseMonitor crew members buried inGreen-Wood Cemetery in Brooklyn, followed by a service in the cemetery's chapel.[214]
New Jersey–based indie rock bandTitus Andronicus named their critically acclaimed[215][216] second album, 2010'sThe Monitor, for the ship. Featured on the album's sleeve are the crewmen ofMonitor, taken from a tintype portrait. The album's interwoven references to the Civil War include speeches and writings from the period, as well as the side-long closing track "The Battle of Hampton Roads". The latter refers to theMonitor's encounter with CSSVirginia in prominent detail. Singer/guitarist Patrick Stickles commented while making the album that he was inspired byKen Burns'sThe Civil War and the ship itself so much that he decided to name Titus Andronicus's second album in its honor.[217]
Monitor gave her name to a new type ofmastless, low-freeboard warship that mounted its armament in turrets. Many more were built, includingriver monitors, and they played key roles in Civil War battles on the Mississippi and James Rivers. Thebreastwork monitor was developed during the 1860s by SirEdward Reed,Chief Constructor of theRoyal Navy, as an improvement of the basic Monitor design. Reed gave these ships a superstructure to increase seaworthiness and raise the freeboard of the gun turrets so they could be worked in all weathers. The superstructure was armored to protect the bases of the turrets, the funnels and the ventilator ducts in what he termed abreastwork. The ships were conceived as harbor defense ships with little need to leave port. Reed took advantage of the lack of masts and designed the ships with one twin-gun turret at each end of the superstructure, each able to turn and fire in a 270° arc.[218] These ships were described by AdmiralGeorge Alexander Ballard as being like "full-armoured knights riding on donkeys, easy to avoid but bad to close with".[219] Reed later developed the design into theDevastation class, the first ocean-goingturret ships without masts, the direct ancestors of thepre-dreadnought battleships and thedreadnoughts.[220]
The battle between theMonitor and the Confederate ironcladCSSVirginia was reenacted using scale models in the 1936 filmHearts in Bondage fromRepublic Pictures.[221] The battle was also dramatized in the 1991made-for-television movieIronclads, produced byTed Turner.[222]
In the end, 16 of the brave men onboard the Monitor never met the year of 1863.
{{cite book}}: CS1 maint: multiple names: authors list (link) CS1 maint: numeric names: authors list (link){{cite book}}: CS1 maint: multiple names: authors list (link){{cite book}}: CS1 maint: multiple names: authors list (link){{cite book}}: CS1 maint: publisher location (link) 416 pages.[ISBN missing]
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