Here we have an example of the advantage of allowing people who possess the sinews of war to take care of themselves. We may depend on it they will, in most instances, give a good account of their proceedings.
The same principle may be applied to our larger colonies at the present day, and we may have little fear that if attacked they will maintain their independence, and the honour of the British name.
"We trade with Scotland for felts, hides, and wool in the fleece; and with Prussia, High Germany, and the east countries for beer, bacon, almond, copper, bow-staves, steel, wax, pelt ware, pitch, tar, peats, flax, cotton, thread, fustian, canvas, cards, buckram, silver plate, silver wedges, and metal.
"From Genoa we import most of the articles which we now procure from Africa, and which come in large ships called carracks, such as cloth of gold, silk, black pepper, and good gold of _Genne_ (Guinea)."
Our author does not at all approve of the articles which were imported from Venice and Florence. They were very similar, in some respects, to those which now come from France, and without which, most undoubtedly, we could do very well.
"The great gallies of Venice and Florence Be well laden with things of complacence, Allspicery and of grocer"s ware, With sweet wines, all manner of chaffare; Apes and j.a.pes, and marmusets tailed, Nifles and trifles that little have availed, And things with which they featly blear our eye, With things not enduring that we buy; For much of this chaffare that is wastable, Might be forborne for dear and deceivable."
On the death of his father, August, 1422, the unfortunate Henry the Sixth, when not a year old, was proclaimed King of England and heir of France, and when eight years of age he was crowned both in London and Paris. No improvements in naval affairs were introduced during his inglorious and disastrous reign. The chief battle at sea was fought by a fleet under the command of the famous king-maker, the Earl of Warwick.
In the Straits of Dover he encountered a fleet of Genoese and Lubeck ships laden with Spanish merchandise, and under the convoy of five carracks. Of these he captured six, and sunk or put to flight twenty-six more, took numerous prisoners, and slew a thousand men, while his prize-money amounted to 10,000 pounds, an enormous sum in those days, when the whole revenue of England did not exceed at one time 5000 pounds.
The Earl of Warwick was soon afterwards, with his fleet, instrumental in dethroning Henry, and placing Edward of Lancaster on the throne, under the t.i.tle of Edward the Fourth. It was not, however, till the victory of Tewkesbury placed the crown securely on his brows that Edward was able to turn his attention to naval affairs. In the year 1475, having resolved to make war on France, he collected at Sandwich five hundred flat-bottomed vessels, in which he purposed to carry his army across the channel. He succeeded, indeed, in transporting them to the French coast, but the King of France suing for peace, and undertaking to pay a large tribute to England, he returned home. By similar means he brought the King of Scotland to submission. He granted many privileges to merchants trading to foreign countries, and encouraged commerce by every means in his power.
It is scarcely necessary to allude to the reign of his son, poor young Edward the Fifth, who had worn the crown but two months, when it was grasped by his uncle, Richard the Third, who was crowned at Westminster on the 5th of July, 1483.
When threatened with an invasion of England by the Earl of Richmond, he kept a powerful fleet in readiness to defend the sh.o.r.es of his kingdom.
On hearing, however, that the earl had been driven off the coast, he very unwisely laid up most of his ships, and disbanded the greater part of his army. On discovering this, the sagacious earl immediately embarked all the forces he could collect in a few transports, and, landing at Milford Haven, gained the battle of Bosworth, which placed the crown of England on his head, and in which Richard lost his life.
Since old Nicholas of Lynn"s expedition to the northern regions of the world in the reign of Edward the Third up to this period, no voyages of discovery had been performed under the patronage of Government; and probably but little, if any, improvement had taken place in marine architecture. A new era was about to commence, which was to see the establishment of England"s naval glory. Other European nations were at that time far in advance of our country as regarded all affairs connected with the sea. It was a period rife with maritime adventure and enterprise. Men began to perceive that there were other achievements more glorious than those which the sword could accomplish, more calculated, at all events, to bring wealth into their coffers.
It was now that the ardent, bold, and sagacious spirit of Columbus devised the scheme for reaching India by the west, which resulted in the discovery of a new world. In 1485, having fully instructed his brother Bartholomew in his intended project, he sent him to England in order that he might apply to Henry, under the belief that the king would at once embrace his proposals. Unfortunately, he fell, it is said, into the hands of pirates, who stripped him of all he had; and on his reaching England in poverty he was attacked with a fever, which caused a still further delay. When he recovered he had to raise funds for his purpose by making and selling maps, and thus it was not till 1488 that he was in a condition to present himself before the king. He was, however, then well received, and an arrangement was made by which Christopher Columbus was to proceed on a voyage of discovery under the flag of England. Circ.u.mstances occurred to prevent the accomplishment of this plan, and Henry lost the glory he would have gained as the supporter of one of the greatest and truest heroes who has ever figured on the page of history. This honour was reserved for Ferdinand and Isabella of Spain, who, on the 17th of April, 1492, signed the articles of agreement with the Genoese navigator at the little town of Santa Fe, in the kingdom of Grenada.
The squadron prepared for this expedition, which was to prove of such mighty importance to the world in general, consisted but of three vessels, carrying in all but 120 men. I will describe them, as they give us some idea of the vessels of that period, and which were considered fit, by the mariners of those days, to contend with the stormy winds and waves they would in all probability have to encounter on so long a voyage. There was, first, the admiral"s ship, called by him the _Santa Maria_, a carrack, or a ship with a deck. The second was the _Pinta_, commanded by Martin Alonso Pincon; and the third the _Minna_ of which Viconte Yannes Pincon was master. These two were carvels, which are described as open vessels without decks. I suspect, however, that they must have been nearly, if not entirely, decked over-- in fact, that they were what are now called flush-decked vessels, while probably the carrack was a frigate-built ship, or, at all events, a ship with a high p.o.o.p and forecastle. Supposing the carrack to have earned sixty men, and the carvels thirty each, how could all the necessary stores, provisions, and water have been stowed away for those thirty, unless in a vessel of good size? or how could they have been protected from wet unless below a deck?
Carvels were strongly built craft, and we still speak of a vessel being carvel, or ship-built. I therefore do not hold to the idea that the two consorts of Columbus"s ship were little better than open boats, but believe that they were stout, well-formed vessels, not so utterly unworthy of the great sovereigns who sent forth the expedition. Right honoured was the little town of Palos, whence it sailed on Friday, 3rd August, 1492.
Henry, although he had lost this great opportunity of increasing his renown, wisely perceived that in no way could he more effectually gain the respect of his subjects and consolidate his power than by affording every encouragement to naval enterprise, and to the extension of commerce. He therefore gladly listened to a proposal to search for certain lands said to exist in the north-west, made by John Cabot, a Venetian by birth, settled at Bristol. A commission, signed in 1496, was granted to him and his three sons, Lewis, Sebastian, and Sanctius, who were skilful in navigation and cosmography.
The record is as follows:--"The King, upon the third day of February, in the thirteenth year of his reign, gave licence to John Cabot to take six English ships, in any haven or havens of the realm of England, being of the burden of 200 tons or under, with all necessary furniture; and to take, also, into the said ships, all such masters, mariners, and subjects of the King as might be willing to go with him."
The expedition sailed early in the year 1497, and reached the coast of Labrador, Newfoundland, in June of the same year. There is some doubt whether the father, John, was alive at that time, so that the more celebrated Sebastian has the credit of the discovery. At all events, he performed several successful voyages in the same direction, and made many important discoveries. Thus, though the Spaniards claim the honour of being the discoverers of the middle portion of the great continent of America, there can be no doubt that the English were the first visitors to its northern sh.o.r.es, where many millions of their descendants are now established.
Henry, with his usual sagacity, saw the advantage of having a fleet of ships exclusively fitted for war, instead of drawing off those which might be well calculated for the purposes of commerce, but were not, from their construction, suited to stand the brunt of battle. He could not but perceive, besides this, that by employing the merchant-vessels, as had before been done, for the purposes of fighting, he crippled the merchants in their commercial pursuits, and prevented them from supplying him with the sinews of war. He desired also to have a permanent fleet ready, should war break out, to protect the coasts of his kingdom from foreign invasion. The first ship he built was called the _Great Harry_. She cost 14,000 pounds. She had four masts, a high p.o.o.p and forecastle, in which were placed numerous guns, turning inboard and outwards. She had only one tier of guns on the upper-deck, as ports were not used in those days. She was, however, what would now be called frigate-built. She was burnt by accident at Woolwich in 1553. The _Great Harry_ may properly be considered the first ship of what is now denominated the Royal Navy. There is a model of her in Somerset House, and there are numerous prints of her which give a notion of what she was like. Few seamen of the present day, I fancy, would wish to go to sea in a similar craft. I certainly used to doubt that such a vessel could have ventured out of harbour at all, till I saw the Chinese junk which was brought to the Thames all the way round from China, and which, in appearance and construction, is not very dissimilar to what, from her model, the _Great Harry_ must have been, except in point of size. She probably did not measure much less than 1000 tons; she must have been, therefore, about the size of a modern frigate.
CHAPTER FIVE.
ESTABLISHMENT OF THE ROYAL NAVY OF ENGLAND--FROM A.D. 1509 TO A.D. 1558.
No sovereign of England was ever proclaimed with more universal joy than was Henry the Eighth, when, at the age of eighteen, he succeeded to the throne of his father, A.D. 1509. Tyrant and despot as he became at home, he did not neglect the interests of commerce, while he maintained the honour of England abroad. He made very great improvements in the work his father had commenced. By his prerogative, and at his own expense, he settled the const.i.tution of the present Royal Navy. An Admiralty and Navy Office were established, and commissioners to superintend naval affairs were appointed by him.
Regular salaries were settled for admirals, vice-admirals, captains, and seamen, and the sea-service at this time became a distinct and regular profession.
In 1512, Henry, having entered into a league with Spain against France, fitted out a fleet under the command of Sir Edward Howard, Lord High Admiral, and by an indenture, dated 8th of April of that year, granted him the following allowance:--For his own maintenance, diet, wages, and rewards, ten shillings a-day. For each of the captains, for their diet, wages, and rewards, eighteenpence a-day. For every soldier, mariner, and gunner, five shillings a-month for his wages, and five shillings for his victuals, reckoning twenty-eight days in the month. But the admiral, captains, officers, and men had also further allowances, under the denomination of dead shares. I doubt whether the naval officers and men of the present day would be satisfied with a similar amount of pay.
Certainly the mariners of those days had more dangers and hardships to encounter than have those of the present time under ordinary circ.u.mstances. That year Henry"s fleet consisted of forty-five ships, of which the largest was the _Regent_, of 1000 tons; the two next in size being the _Sovereign_ and the _Mary Rose_, of about 500 tons each.
The Regent and Cordelier.
War was now declared against France, and the English fleet put to sea under the command of Sir Edward Howard. It carried a considerable body of land forces, under the command of the Earl of Dorset, which were landed at the Port of Pa.s.sages, in Spain. Afterwards, being reinforced by a number of stout ships, the admiral sailed for Brest, in the hopes of encountering the French. Sir William Knevet had command of the _Regent_, and Sir Charles Brandon, who had sixty of the tallest yeomen of the Guard under him, commanded the _Sovereign_. The fleet arrived off Brest just as the French fleet, consisting of thirty-nine sail, was coming out of the harbour. On seeing the enemy, Sir Edward made the signal for an immediate engagement. Scarcely was the signal seen, than the _Regent_ and the _Cordelier_, the latter being the largest ship in the French navy, attacked each other as if by mutual consent. The _Cordelier_, it is said, carried 1200 soldiers. Undoubtedly her commander hoped to carry the English ship by boarding. In the course of the action, when locked in a deadly embrace with their grappling-irons, another English ship threw into the _Cordelier_ a quant.i.ty of combustibles, or fire-works, as they were called, and set her on fire.
In vain the crew of the _Regent_ endeavoured to free their ship from her perilous position. The magazine of the _Cordelier_ was reached, and she and the _Regent_ went up into the air together. In the _Regent_, Sir William Knevet and 700 men were lost, and in the _Cordelier_, Sir Pierce Morgan, her captain, and 900 of her crew are supposed to have perished.
After this dreadful catastrophe the action ceased; the French, horror-stricken, hurriedly making their way into Brest. The ships, also, of both parties, had received considerable damage.
Although cannon had been employed on board ships since the time of Edward the Third, this was probably one of the first sea-fights in which they were used by both parties on board all the ships engaged. Even on this occasion the combatants seem to have trusted more to their battle-axes and swords than to their artillery. The French give a different account of this battle. They say that an English ship having discharged a quant.i.ty of fire-works into the _Cordelier_, she caught fire, when her Breton commander, finding that the conflagration could not be extinguished, and determined not to perish alone, made up to the English admiral and grappled her, when they blew up into the air together. On this the two fleets separated by mutual consent.
The following year another fleet of forty-two men-of-war, under the command of the Lord High Admiral, sailed for Brest, when the French squadron was found at anchor, protected by batteries on sh.o.r.e, and a line of twenty-four hulks chained together across the harbour"s mouth.
The admiral, however, making a feint with his boats, drew the enemy down to the sh.o.r.e, when he ran up past the batteries, and ravaged the country round the town. The French had been waiting the arrival of six galleys from the Mediterranean, under Monsieur Pregent.
I cannot refrain from giving the first account I have met with of what may properly be called a cutting-out expedition. While the English fleet were at Brest, Monsieur Pregent arrived on the coast with six galleys and four foists, and, apprehensive of being attacked by the enemy, he entered the Bay of Conquet, which was the nearest place to Brest. He here placed his squadron between two rocks, on which he mounted cannon and threw up a breastwork. Notwithstanding the advantageous position of this squadron, the Lord High Admiral resolved to attack it. He had two galleys in his fleet. He went on board one of these, and entrusted the other to Lord Rivers. He had, besides, only two large barges and two boats. With these, on the 20th of April, he boldly ventured into the Bay of Conquet to attack the French galleys.
He no sooner came abeam of the galley commanded by Monsieur Pregent, than, ordering his vessel to be lashed alongside, he boarded her sword in hand, followed only by Don Carroz, a Spanish cavalier, and seventeen of his men. He appeared at first to be gaining the day; but, by some accident, his galley swinging loose, he and his followers, deprived of all succour, were so hard-pressed by the enemy that they were driven headlong into the sea. Lord Ferrers, who had during this time been engaging the enemy without success, seeing the admiral"s galley fall off, retreated. When, however, Lord Howard was missed, a flag of truce was sent to the French commander, who replied that only one seaman had escaped death, and that the admiral and the rest of his companions had been forced overboard. After this the English fleet returned home. In a short time Monsieur Pregent, flushed with success, ravaged the coast of Suss.e.x; but was driven away by Sir Thomas Howard, who succeeded his brother as Lord High Admiral. In the year 1514, the ever-active Pregent again paid the Suss.e.x coast a visit, and burnt Brighthelmstone, as Brighton was then called. In return for this compliment, Sir John Wallop was sent with a fleet to the coast of Normandy, where he burnt twenty-one towns and villages. In consequence of the energetic and summary way in which he carried out his system of retaliation, those who have imitated him have been said to "wallop" the enemy. To replace the _Regent_ destroyed in the terrible way above described, the king built a ship at Erith in 1515, and called her the _Henri Grace de Dieu_. She was of 1000 tons burden, and manned with 301 mariners, 50 gunners, and 349 soldiers. Up to that period, when ships were to be manned in a hurry, soldiers were sent on board to do the duty of seamen as best they could, and generals were turned into admirals at very short notice.
However, it would be more correct to say that the fighting was done chiefly by soldiers, and consequently that military officers went to command them, while the ships were navigated by professional seamen, who had their own sea-officers, though generally of an inferior grade, over them. A vestige of this custom still remains in the Royal Navy. On board every ship, besides the captain and his lieutenants, there is a sailing-master, who has also his mates or a.s.sistants, who have especial charge of the navigation of the ship. Formerly the captain and his lieutenants were not of necessity seamen. Now, they are so by profession, though they still retain a remnant of their military character. In time, probably, the last representative of the master-of-the-mariners, as he was called, will disappear from the British navy--it being the duty of the lieutenants to attend to the navigation of the ship, as they do now to the management in every other respect.
One of the wisest acts of Henry the Eighth was making the sea-service a regular profession--though long after his time ships, and even fleets, were commanded by men who had hitherto lived and fought only on sh.o.r.e.
About the year 1545 port-holes were generally introduced on board the larger ships. Before that time the guns were fought over the bulwarks, or were alone placed on the forecastle, and the aftercastle, which latter portion of the ship is now called the p.o.o.p. This word _p.o.o.p_ is evidently derived from the Latin _puppis_, as originally the after-part of a ship was called by the Romans, and thence the name was given to the ship herself, a part being taken for the whole. The ports were, however, placed not more than sixteen inches from the water, so close, indeed, as greatly to peril the ship. It was in consequence of this faulty construction that the _Mary Rose_ of sixty guns, one of the largest ships in the British navy, heeling over to a squall while encountering the French at Spithead, was capsized, when her captain, Sir George Carew, and upwards of 500 of his men, perished in the waves. As late as the year 1835, Mr Deane, by means of his ingenious invention, the diving-bell, was enabled to recover several guns, parts of the wreck, and some stone-shot of the _Mary Rose_.
Ships generally carried but few guns. A writer, describing a battle which took place off the Isle of Wight, and which lasted two hours, when upwards of ninety ships were engaged, speaks of 300 shot being fired, to prove how desperate was the contest. I have before me an account of the battle in which the _Mary Rose_ was lost, not, as the French say, in consequence of their fire, but because it was attempted to keep her ports open when a considerable sea was running, and a strong breeze had suddenly sprung up. The French king had sent over a large fleet to annoy the English coasts. Henry, hearing of the expedition, hurried down to Portsmouth to hasten the equipment of 100 sail, which he had ordered to be got ready. The French appearing, the English sailed out to Saint Helen"s to meet them. A squall came on, and the _Mary Rose_ foundering, the _Great Harry_ which was attacked by the French row-galleys, bore the brunt of the action. The French quickly retired, though they attempted to make a lodgment on the Isle of Wight, but were compelled to return to their ships. The English are described as using pinances, which are vessels of great length and little beam, moving very rapidly, and fitted both with sails and oars. We hear, also, that the _Carracon_ the ship of the French Admiral, was destroyed by fire before the fleet left their coasts. She is described as appearing like a castle among the other ships of the fleet, and so strong that she had nothing to fear at sea but fire and rocks. It is stated that she had 100 bra.s.s cannon on board; but as she was not more than 800 tons burden, they must have been very small ones. Still, it is certain that she was the stoutest ship possessed by the French.
From a French account of one of the attacks made on the English fleet before Portsmouth, we ascertain the character of the galleys employed by the French. We are told that they were worked by oars, and we read that so many galley-slaves were killed. It is said, also, that "the galleys had all the advantage of working that they could desire, to the great damage of the English, who, for want of wind, not being able to stir, lay exposed to the French cannon, and being so much higher and bulkier than their galleys, hardly a shot missed them; while the galleys, with the help of their oars, shifted at pleasure, and thereby avoided the danger of the enemy"s artillery." The same writer says that, later in the day, "the violence of the wind, and the swelling of the sea, would deprive us of our galleys." We thus see at once that these galleys, though from their lightness easily manoeuvred in smooth water, were unfit to buffet with the winds and waves. They were probably similar to the galleys I have before described, and which for centuries were in use in the Mediterranean.
Another writer says: "A gale arising, the French galleys were in danger, the English ships bearing down upon them with full sail, a danger from which they escaped purely by the skill and experience of their commanders, and the intrepidity of the _Prior of Capua_, who exposed his galley with undaunted courage, and freed himself from danger with equal address." The t.i.tle of Prior of Capua sounds oddly enough when applied to a naval commander. From these accounts it would appear that the English ships were more powerful than those of the French, and were better calculated to stand the brunt of battle than to chase a nimble enemy, as the French seem to have been. The larger ships in the British navy were at that time fitted with four masts, like the _Henri Grace de Dieu_.
Though the yards and sails were unwieldy, the rigging heavy, and the top hamper prodigious, we find that they were tending towards the form they had a.s.sumed when Howe, Jervis, and Nelson led our fleets to victory.
They had short stout masts, a vast number of shrouds to support them, and large heavy round tops on which a dozen men or more could stand.
The sterns were ornamented with a profusion of heavy carved-work, and they had great lanterns stuck up at the taffrail, as big, almost, as sentry-boxes, while the forecastle still somewhat resembled the building from which it took its name. This vast amount of woodwork, rising high above the surface of the water, was very detrimental to the sailing qualities of ships, and must have caused the loss of many. What sailors call fore-and-aft sails had already been introduced, and we hear constantly of ships beating to windward, and attempting to gain the weather-gage. In those days a great variety of ordnance were employed, to which our ancestors gave the odd-sounding names of cannon, demi-cannon, culverins, demi-culverins, sakers, mynions, falcons, falconets, portpiece-halls, port-piece-chambers, fowler-halls, and curthalls. These guns varied very much in length and in the weight of their shot. When a ship is spoken of as carrying fifty or sixty guns it must be understood that every description of ordnance on board was included, so that a very erroneous idea would be formed, if we pictured a ship of sixty guns of those days as in any way resembling in size a third, or even a fourth-rate at the end of the last century. An old author says: "By the employment of Italian shipwrights, and by encouraging his own people to build strong ships of war to carry great ordnance, Henry established a puissant navy, which, at the end of his reign, consisted of seventy-one vessels, whereof thirty were ships of burden, and contained in all 10,550 tons, and two were galleys, and the rest were small barks and row-barges, from eighty tons down to fifteen tons, which served in rivers and for landing men."
Stone-shot had hitherto been used both at sea and on sh.o.r.e, but about the middle of the century they were superseded by iron shot. About the same period matchlocks were introduced on board ships.
An Act was pa.s.sed in this reign encouraging merchants to build ships fit for men-of-war, such ships being exempt from certain duties, the owners also receiving from the king, when he required them, twelve shillings per ton a-month.
Henry the Eighth established an Office of Admiralty, with a Navy Office, under certain commissioners; and appointed regular salaries, not only for his admirals and vice-admirals, but for his captains and seamen.
This established the system, pursued with various alterations, for the maintenance of the Royal Navy. These regulations and appointments encouraged the English to consider the sea as a means of providing for their children, and from this time forward we have a constant series of eminent officers in the Royal Navy, many of them n.o.blemen of the first distinction. Among the most celebrated in this reign were Sir Edward Howard, his brother Sir Thomas Howard, afterwards Earl of Surrey, Sir William Fitzwilliams, afterwards Earl of Southampton, and John Russell, first Earl of Bedford. The most eminent navigator in the reign of Edward the Sixth was Sebastian Cabot, son of John Cabot, who, under Henry the Seventh, discovered Newfoundland. Nothing was done concerning trade without consulting him; he was at the head of the merchant adventurers, and governor of a company formed to find out a pa.s.sage by the north to the East Indies. Among the regulations for the government of the fleet destined for the voyage to Cathay were several which show a considerable amount of worldly wisdom and sound so quaint, that I am tempted to quote a few of them. Clause 22--"Item--not to disclose to any nation the state of our religion, but to pa.s.s it over in silence without any declaration of it, seeming to bear with such laws and rites as the place hath where you shall arrive." Item 23--"Forasmuch as our people and ships may appear unto them strange and wondrous, and theirs also to ours, it is to be considered how they may be used, learning much of their nature and dispositions by some one such person whom you may first either allure or take to be brought on board your ship." Item 24--"The persons so taken to be well entertained, used, and apparelled, to be set on land to the intent he or she may allure others to draw nigh to show the commodities; and if the person taken may be made drunk with your beer or wine, you shall know the secrets of his heart."
Under the judicious management of Sebastian Cabot, the Russian Company was established, though their charter was not granted till the year 1555. Among other discoverers and navigators Captain Wyndham merits notice, having opened up a trade with the coast of Guinea. Both he and his companion Pintado died, however, of fever, forty only of his crew returning to Plymouth. Captain Richard Chancellor is another able navigator of this reign. He sailed with Sir Hugh Willoughby in the service of the company, at the recommendation of Cabot. He made several voyages to Russia; in the last, he parted with Sir Hugh Willoughby, who, putting into a port to winter, was, with all his crew, frozen to death.
His ship was found riding safe at anchor by some Russian fishermen, and from a journal discovered on board it was found that the admiral and most of his fellow-adventurers were alive in January, 1554.
During Henry the Eighth"s reign the infamous slave-trade was commenced by Mr William Hawkins of Plymouth, father of the celebrated Sir John Hawkins. He, however, evidently did not consider the traffic in the light in which it is now regarded. In his ship, the _Paul_, of Plymouth, he made three voyages to the Brazils, touching at the coast of Guinea, where he traded in slaves, gold, and elephants" teeth. At that time the English, considering themselves lords paramount at sea, insisted that ships of all other nations should strike their flags in presence of their fleets. Even when William Lord Howard, Mary"s high admiral, went with a fleet of twenty-eight men-of-war to await the arrival of King Philip, who soon after appeared in the channel, escorted by one hundred and sixty sail, the Spanish flag flying at his main-top, the English admiral compelled him to lower it, by firing a shot before he would salute the intended consort of the Queen. This determination of the English to maintain the sovereignty of the seas was the cause hereafter of many a desperate naval engagement between themselves and the Dutch, who disputed their right to the honour.
Henry died A.D. 1547. No great improvements were made in navigation during his reign, but the encouragement he gave to shipbuilding, and the establishment of a permanent Royal Navy, contributed much to enable England to attain that supremacy on the ocean which she has ever since maintained.
During the early part of Edward the Sixth"s reign the navy of England was employed chiefly in operations against the Scotch, but in 1550 the French formed a plan to capture Jersey and Guernsey, which they surrounded with a large fleet, having 2000 troops on board. The inhabitants held out stoutly, and gained time for Captain (afterwards Sir William) Winter to arrive to their succour. Though he had but a small squadron, so hastily did he attack the French, that he captured and burnt nearly all their ships and killed a thousand men, the rest with difficulty escaping to the mainland.
Mary"s reign is a blank, as far as most achievements were concerned, and, had the miserable queen obtained her wishes, the ships of England, and all the English hold dear, would have been handed over to the tender mercies of Philip and the Spaniards.