How Britannia Came to Rule the Waves. William Henry Giles Kingston

what the ships of those days were not like than to give an exact description of them. Certainly the ships represented on tapestry, on seals, or on coins are very unlike any piece of naval architecture which ever had existence. Every seaman knows how impossible it is for an ordinary landsman to draw anything like a faithful representation of a ship, however picturesque a production the thing might appear to him. We are bound, therefore, to look with grave suspicion on the

performances of the draughtsmen of those early days; who had but a poor idea of drawing the objects they had constantly before their eyes.

      Our artist has given a fair representation, I suspect, of what a ship was in those early days. She probably had another mast aft, and some more head sail of a square shape. What are called fore and aft sails were not generally used till comparatively modern times. She looks as if she really was fitted to cross the channel, to carry a number of men, and even to contend with heavy seas. The tall masts, heavy rigging, and large tops, on which a number of men could stand and fight, had not then been employed on these northern seas.

      I have hitherto spoken only of the war-ships of those early days. There were, however, merchant-ships which traded to far-distant shores. They were probably good wholesome craft, of somewhat tub-like form, of about the size of a vessel of the present day of one hundred to one hundred and fifty tons, rigged with two or three big sails, with one bank of oars, and manned by a hardy and numerous crew, who patiently waited for the coming of a fair wind before they ventured to make sail; and who, though generally addicted to hugging the shore, yet at times ventured to stand out into the boundless ocean, guided alone by the stars. The mercantile marine was encouraged in every way by the wiser sovereigns of the Saxon race, as the nursery of those stout seamen who would prove the best bulwarks of their country against foreign invasion.

      We now come to a fresh epoch in the history of Old England; but as no writer of those days has thought fit to enlighten us as to naval affairs, our knowledge of them is meagre and unsatisfactory.

      Literature, in that iron age, was chiefly confined to monastic cells; we hear of bishops becoming warriors, and leading their armies to battle on the field, and it is recorded that there were other monks besides Swithelm who took to the profession. Probably some sailors, after growing weary of cutting throats on the high seas, and other acts of piracy, assumed the easy and dignified position of monks, and endowed their monasteries with their wealth; but then it may be questioned whether they were likely to have been able to read, much less to write.

      William of Normandy had, for some time, too much to do on shore in keeping his new subjects in order, to attend to affairs afloat; but he at length was compelled to build and fit out a fleet to defend his kingdom from the attacks of the Danes, instigated by the sons and followers of Harold. He, after much consideration, hit upon a new plan for raising a fleet, and it is a point of history worthy of recollection. He exempted five of the principal ports of the kingdom from all taxes, impositions, or burdens, on condition that each should fit out, man, and support a certain number of vessels for a certain period. They were Dover, Romney, Sandwich, Hastings, and Rye, and were thence called the Cinque Ports.

      Though others were afterwards added, the name has ever since been retained. It appears by Doomsday Book that Dover, Romney, and Sandwich, severally, were to provide twenty vessels each, with twenty-one men, provisioned for fifteen days at their own charge. After that time the crews were to be supported by the Crown.

      Another document states that, besides the twenty men, there is to be a master of the mariners, who is to receive sixpence a-day, a constable, who is to receive a like sum, and each mariner threepence a-day. These five ports, with other smaller ones attached to them, provided in all 57 ships, 1187 men, and 57 boys, one boy being on board each ship. These boys were called gromets. A gromet is now the name given to a ring of rope used sometimes to slide up and down the mast, and I conclude, therefore, that the duty of these boys was to swarm up the mast, and set and furl the lighter sails.

      In the reign of King John (A.D. 1217), Herbert of Burgo, the captain of Dover, hearing of an invasion intended by Lewis the Elder, son of the King of France, in favour of the discontented barons, assembled in the king’s name forty tall ships from the Cinque Ports, and took, sunk, and discomfited eighty sail of Frenchmen in a gallant engagement on the high seas. These ports did great service under Henry the Third and Edward the First. Among other brave deeds, they fitted out one hundred sail, and encountered two hundred sail of Frenchmen with such success, that they effectually ruined the navy of France. Many years happily passed before that country recovered the loss of her men and ships. I will give a fuller account of this action further on. Numberless are the tales of a like description to be told.

      Besides the twenty-three mariners which these warships of the Cinque Ports carried, there were on board a considerable number of fighting men, knights, and their retainers, armed with bucklers, spears, and bows and arrows. They also used slings and catapults, and perhaps stink-pots, like those employed by the Chinese at the present day, as well as other ancient engines of warfare. That ships of war were capable of holding a considerable number of men, we learn from the well-known account of the death of the brave young Prince William, son of Henry the First. When crossing the channel from Normandy, in an attempt to make his ship get ahead of that of his father, he kept too close in with the shore, and consequently ran on a rock called the Shatteras. He might have been saved; but hearing that his sister, the Countess of Perche, still remained on board, he ordered the boat in which he was escaping to put back to rescue her. On arriving alongside, so large a number of people jumped into the boat, that she was swamped, and all were lost. On this occasion two hundred people perished, only one, the ship’s butcher, escaping to the shore, and through him the sad tidings were known. Now, if we turn to any old illustrated History of England, we shall find, probably, a print professing to describe this very event. Yet, on examining it, we shall see that the vessel is not large enough to carry twenty people, much less two hundred. The artists either made their sketches from river barges, or row-boats, or drew a ship from one they saw at a distance, and having altered and adorned her to suit their own fancies afterwards, put a crew on board, utterly forgetful of the proper proportions between the ship and the men.

      In the reign of the son and successor of William the Conqueror, William the Second, called Rufus, the first great crusade against the Saracen possessors of the Holy Land was commenced, in the year 1095. To aid in that extraordinary expedition, a large fleet was fitted out in England, and placed under the command of the Earl of Essex. The ships, as they had a long voyage to perform, and a number of armed men and provisions to carry, must have been of considerable size. As the use of the mariner’s compass was unknown to them, they must have coasted round the shores of France, Portugal, and Spain, before they entered the Mediterranean.

      The Atlantic in those days was not likely to be more tranquilly disposed than it is at present, and thus the mariners must have been expert and brave, and the ships well found, or they would not have performed the voyage in safety. We know that the Crusaders had horses, but they probably were transported from the neighbouring shores of the Mediterranean, and any favourite war-steeds which came from England were conveyed across France. Neither Henry the First nor Stephen, from A.D. 1100 to 1135, maintained a navy, properly so-called, but on the few occasions that they required ships, they hired them of the merchants, called on the Cinque Ports to supply them, or had them built for the purpose.

      Probably all vessels in those days carried oars, or long sweeps, to assist them in calms, and in going in and out of harbours; but many craft of considerable burden depended solely on oars for moving at all. There appears to be much difference of opinion as to how these oars were worked when there were several tiers, and I therefore return to the subject already touched on in the first chapter. It is most probable that there was one space, or between decks, devoted entirely to the rowers. This space was fitted with a succession of rows of benches one higher than the other, but not one above another. That is to say, that the bench immediately higher than the first was placed in the interval between it and the one behind it, so that the rowers sitting on this higher bench had their feet pressed against the bench below them, others on the tier above having their feet on their bench. As the tiers were higher and higher in the vessel’s sides, the oars would be longer and longer, and would project far