But the spirit of enterprise then prevailing was not to be easily quashed, and only a few months after the failure of poor Gilbert’s enterprise, we find Sir Walter Raleigh in the field. He obtained letters of patent similar to those before mentioned, and was aided by several persons of wealth, particularly Sir Richard Greenville and Mr. William Saunderson. Two barks, under Captains Amadas and Barlow, were sent to a part of the American continent north of the Gulf of Florida, and after skirting the coast for one hundred and twenty miles, a suitable haven was found, the land round which was immediately taken for the queen with the usual formalities. After sundry minor explorations they returned to England, where they gave a glowing account of the country. It was “so full of grapes that the very beating and surge of the sea overflowed them.” The vegetation was so rich and abundant that one of the captains thought that “in all the world the like abundance is not to be found,” while the woods were full of deer and smaller game. The cedars were “the highest and reddest in the world,” while among smaller trees was that bearing “the rind of black cinnamon.” The inhabitants were kind and gentle, and void of treason, “handsome and goodly people in their behaviour, as mannerly and civil as any of Europe.” It is true that “they had a mortal malice against a certain neighbouring nation; that their wars were very cruel and bloody, and that by reason thereof, and of civil dissensions which had happened of late years amongst them, the people were marvellously wasted, and in some places the country left desolate.” These little discrepancies were passed over, and Elizabeth was so well pleased with the accounts brought home, that she named the country Virginia; not merely because it was discovered in the reign of a virgin queen, but “because it did still seem to retain the virgin purity and plenty [pg 320]of the first creation, and the people their primitive innocence.” These happy natives were described as living after the manner of the golden age; as free from toil, spending their time in fishing, fowling, and hunting, and gathering the fruits of the earth, which ripened without their care. They had no boundaries to their lands, nor individual property in cattle, but shared and shared alike. All this, which was rather too good to be absolutely true, seems to have been implicitly believed. The letters of patent, however, granted to poor Sir Humphrey Gilbert, and subsequently to Sir Walter Raleigh, mark a most important epoch in the world’s history, for from those small starting-points date the English efforts at colonising America—the great New World of the past, the present, and the future. Where then a few naked savages lurked and lazed, fished and hunted, forty millions of English-speaking people now dwell, whose interests on and about the sea, rising in importance every day, are scarcely excelled by those of any nation on the globe, except our own. Some points in connection with this colonisation, bearing as they do on the history of the sea and maritime affairs, will be treated in the succeeding volume.
The reader, who while living “at home in ease,” has voyaged in spirit with the writer over so much of the globe’s watery surface, visiting its most distant shores, will not be one of those who under-rate
“The dangers of the seas.”
Nor will current events allow us to forget them. “The many voices” of ocean—as Michelet puts it—its murmur and its menace, its thunder and its roar, its wail, its sigh, rise from the watery graves of six hundred brave men, who but a few weeks ago formed the bulk of two crews, the one of a noble English frigate, the other a splendid German ironclad, both lost within sight of our own shores. Early in this volume wooden walls were compared with armoured vessels, and we are painfully reminded by the loss of both the Eurydice and Grosser Kurfüst how unsettled is the question in its practical bearings. Its discussion must also be resumed as a part of the history of ships and shipping in the ensuing volume. Till then, kind reader, adieu!
END OF VOLUME I.
Cassell, Petter, Galpin & Co., Belle Sauvage Works, London, E.C.
Footnotes
[1.] Milton. [2.] Pindar. [3.] “La Mer.” There is much truth in Michelet’s charming work, but often, as above, presented in an exaggerated form. Animals, in reality, soon become accustomed to the sea. They show generally, however, a considerable amount of indisposition to go on board a vessel. [4.] W. S. Lindsay, “History of Merchant Shipping,” &c. [5.] Southey, in his “Life of Nelson,” says nine. [6.] “Songs for Sailors.” [7.] Southey’s “Life of Nelson.” [8.] “Annals of the Wars of the Nineteenth Century,” by the Hon. Sir Edward Cust, D.C.L., &c. [9.] Brialmont, “Étude sur la Défense des Etats et sur la Fortification.” [10.] The Turks had at Sinope seven frigates, one sloop, two corvettes, and two transports. The Russians were stronger, but this did not determine the battle; their success was won because they were well supplied with large shells and shell-guns, while the Turks had nothing more effective than 24-pounders. Their wooden vessels were speedily on fire, and the Russians won an easy success. Shells were no novelty, yet a great sea-fight had never before been, as it was then, won by their exclusive agency. [11.] The Hon. S. J. G. Calthorpe, “Letters from Head-quarters.” [12.] The seven Russian ships sunk at the entrance of the harbour of Sebastopol were of no small size or value, and they were scuttled in a hurry so great that they had all their guns, ammunition, and stores on board, and their rigging standing. They comprised five line-of-battle ships, two of them eighty, two eighty-four, and one 120 guns, and two frigates of forty guns; a total of 528 guns. Afterwards it became a common report that vessels had been disabled and sunk in the harbour. On the night of the 5th of September, just before the evacuation of the town, two large Russian men-of-war caught fire and burned fiercely, illumining the harbour and town, and causing great excitement, as an omen of coming doom. The night of the memorable 8th, when the Russians gave up all further idea of resistance, and left the town to take care of itself, witnessed the sinking of the remainder of the Black Sea fleet. So far, therefore, the presence of our fleet had a pronounced moral effect, without involving further loss of life. [13.] Cust, “Annals of the Wars of the Eighteenth Century.” [14.] Drinkwater, “Siege of Gibraltar.” [15.] Some have even gone so far as to consider Louis Napoleon the inventor of iron-plated and armoured vessels. This is absurd. The ancients knew the use of plates of iron or brass for covering ships of war and battering-rams. One of Hiero’s greatest galleys was covered that way. That it must come to this sooner or later was the published idea of many, both in this country and in France. The Emperor’s sagacity, however, was always fully alive to questions of the kind. [16.] The report of the Chief Engineer and Naval Constructor of the Confederate Service, in regard to the conversion of the Merrimac into an armoured vessel, distinctly stated that from the effects of fire she was “useless for any other purpose, without incurring a very heavy expense for rebuilding.” [17.] The official reports state that she was plated, many popular accounts averring that she was only covered with “railroad iron.” The information presented here is drawn from the following sources:—“The Rebellion Record,” a voluminous work, edited by Frank Moore, of New York, and which contains all the leading official war-documents, both of the Federals and Confederates; the statement of Mr. A. B. Smith, pilot of the Cumberland, one of the survivors of the fight; the Baltimore American, and the Norfolk Day Book, both newspapers published near the scene of action. There is great unanimity in the accounts published on both sides. [18.] The pilot of the Cumberland. [19.] “Finally, after about three-fourths of an hour of the most severe fighting, our vessel sank, the Stars and Stripes still waving. That flag was finally submerged; but after the hull grounded on the sands, fifty-four feet below the surface of the water, our pennant was still flying from the top mast above the waves.” (The Pilot of the Cumberland’s Narrative.) [20.] The original Monitor, from which that class of vessel took its name. [21.] Account of eyewitnesses furnished to the Baltimore American. [22.] Vide the Times, 17th July, 1877. [23.] Berlin correspondence of the Times, 31st July, 1877. [24.] The full official account has not yet been issued. The brief narrative presented here is derived principally from the lively and interesting series of letters from the pen of Lord George Campbell; from “The Cruise of H.M.S. Challenger,” by W. J. J. Spry, R.N., one of the engineers of the vessel; and the Nautical and other scientific and technical magazines. [25.] The Austrian frigate Novara made, in 1857-8-9, a voyage round “and about” the world of 51,686 miles. As it was a sailing vessel, no reliable results could be expected from their deep-sea soundings, and, in fact, on the only two occasions when they attempted anything very deep, their lines broke. [26.] This is an apparatus consisting of a number of india-rubber bands suspended from the mast-head, during dredging operations, which indicates, by its expansion and contraction, how the dredge is passing over the inequalities of the bottom. [27.] The “sinkers” were usually allowed at the rate of 112 lb. for each 1,000 fathoms. [28.] Most of the recorded examples of earlier deep-sea soundings have little scientific value. Unless the sounding-line sinks perpendicularly, and the vessel remains stationary—to do which she may have to steam against wind and tide or current—it must be evident that the data obtained are not reliable. From a sailing vessel it is impossible to obtain absolutely reliable soundings except in, say, a tideless lake, unruffled by wind. It is very evident that if the sounding line drags after or in any direction from the vessel, the depth indicated may be greatly in excess of the true depth; indeed, it may be double or treble in some cases. There is one recorded example of a depth of 7,706 fathoms having been obtained, which too evidently comes under this category. After several years’ soundings on the part of the Challenger and the United States vessel Tuscarora, it has become probable that no part of the ocean has a depth much greater than 4,500 fathoms. But even this is upwards of five miles! [29.] In their popular works on the sea, “The Ocean World,” and “The World of the Sea.” [30.] “Log Letters from the Challenger.” [31.] All readers will remember Peter Simple, and how he tells us that “It has been from time immemorial the heathenish custom to sacrifice the greatest fool of the family to the prosperity and naval superiority of the country,” and that he personally “was selected by general acclamation!” Marryat knew very well, however, that it was “younger sons,” and not by any means necessarily the greatest fools of the family who went to sea. [32.] William Pitt, long Master-Attendant at Jamaica Dockyard, who died at Malta, in 1840. The song is often wrongly attributed to Dibdin, or Tom Hood the elder. [33.] Alphonse Esquiros, “English Seamen and Divers.” [34.] “Westward Ho!” [35.] Robert Mindry, “Chips from the Log of an Old Salt.” [36.] The conditions for entering a Government training-ship for the service involve, 1st, the consent of parents or proper guardians; 2nd, the candidate must sign to serve ten years commencing from the age of eighteen. A bounty of £6 is paid to provide outfit, and he receives sixpence a day. At the age of eighteen he receives one shilling and a penny per day—the same as an ordinary seaman. Each candidate passes a medical examination, and must be from fifteen to sixteen and a half years of age. The standard height is five feet for sixteen years old—rather a low average. [37.] In “Singleton Fontenoy, R.N.” [38.] Vide “The Queen’s Regulations and the Admiralty Instructions for the Government of Her Majesty’s Naval Service;” also Glascock’s “Naval Officer’s Manual.” [39.] “A Sailor-Boy’s Log-Book from Portsmouth to the Peiho,” edited by Walter White. [40.] A naval friend kindly informs me that the Malta holystones are excellent, natural lava being abundant. [41.] Vide Dana’s “Seaman’s Manual.” [42.] A form of heavy pile silk. [43.] “Medical Life in the Navy,” by W. Stables, M.D., &c. [44.] Portsmouth, Devonport, Plymouth, and some Cornish seaport towns and villages were the chief sufferers. Plymouth had furnished more than one-third of the crew. [45.] None of the survivors appeared to know whether the Captain’s screw was revolving at the time. Her steam was partially up. Had she steamed, there is every probability that the catastrophe would not have occurred. [46.] One man testified that he had heard Captain Burgoyne’s inquiries as to how much the ship was heeling over, the answers given being respectively, “18,” “23,” “25 degrees.” The movement was never checked, and almost the moment after she had reached 25 degrees, she was keel-uppermost, and about to make that terrific plunge to the bottom. [47.] Mr. May’s statement at the court-martial was in part as follows:—“Shortly after 0.15 a.m. on the 7th inst., being in my cabin, which was on the starboard or lee side of the ship, I was disturbed in my sleep by the noise of some marines. Feeling the ship uneasy, I dressed myself, and took the lantern to look at the guns in the turrets.... It was but a very short time—from fifteen to twenty minutes—past midnight. I then went to the after-turret. The guns were all right. Immediately I got inside the turret I felt the ship heel steadily over, deeper and deeper, and a heavy sea struck her on the weather-side. The water flowed into the turret as I got through the pointing-hole on the top, and I found myself overboard; I struck out, and succeeded in reaching the steam-pinnace, which was bottom up, on which were Captain Burgoyne and five or six others. I saw the ship turn bottom-up, and sink stern first, the last I saw of her being her bows. The whole time of her turning over to sinking was but from five to ten minutes, if so much. Shortly after, I saw the launch drifting close to us who were on the pinnace; she was but a few yards from us; I called out, ‘Jump, men—it is your last chance!’ I jumped, and succeeded, with three others, in reaching her. I do not know for certain whether Captain Burgoyne jumped or not. I was under the impression he did; but the others in the launch do not think so. At any rate, he never reached her. When on the pinnace, a large ship, which I believe to have been the Inconstant, passed us fifty yards to leeward. We all hailed her; but, I suppose, the howling of the wind and sea prevented their hearing us.” [48.] The late Admiral Sherard Osborn, in a letter to the Times, said, “The desire of our Admiralty to make all their fighting-ships cruise under canvas, as well as steam, induced poor Captain Coles to go a step further, and to make a ship with a low free board a sailing-ship.” This was against his judgment, however. [49.] Admiral Milne, in his despatch dated from H.M.S. Lord Warden, off Finisterre, September 7th, 1870, stated that, at a little before 1 a.m., the Captain was astern of his ship, “apparently closing under steam. The signal ‘open order’ was made, and at once answered; and at 1.15 a.m. she was on the Lord Warden’s (the flag-ship’s) lee quarter, about six points abaft the beam. From that time until about 1.30 a.m. I constantly watched the ship.... She was heeling over a good deal to starboard,” &c. We have seen that she went down shortly after the midnight watch had been called. [50.] A “Narrative of the Loss of the Royal George,” published at Portsea, and written by a gentleman who was on the island at the time. [51.] The exact number was never known. There were 250 women on board, a large proportion of whom were the wives and relatives of the sailors; and there were also a number of children, most of whom belonged to Portsmouth. Besides these, there were a number of Jew and other traders on board. [52.] Mr. Ingram, whose narrative, printed in the little work before quoted, bears all the impress of truth. [53.] The sentence of the court-martial blamed Captain Dawkins, his navigating-lieutenant, and the ship’s carpenter, for not endeavouring to stop “the breach from the outside with the means at their command, such as hammocks and sails;” for not having “ordered Captain Hickley, of H.M.S. Iron Duke, to tow H.M.S. Vanguard into shallow water,” such being available at a short distance; the chief-engineer for not “applying the means at his command to relieve the ship of water;” the navigating-lieutenant “for neglect of duty in not pointing out to his captain that there was shoaler water within a short distance;” and the carpenter in “not taking immediate steps for sounding the compartments, and reporting from time to time the progress of the water.” A lamentable showing, truly, if all these points were neglected! So far as the commander is concerned, his successful efforts to save the lives of all on board (not knowing when his ship might go down, and with the remembrance of the sudden loss of the Captain full in view) speak much in his favour, and in extenuation of much that would otherwise appear culpable neglect. [54.] Nineteen fathoms, or 114 feet. Her main-topmast-head was afterwards twenty-four feet out of water. [55.] The total estimated loss was £550,000. [56.] Mr. Ward Hunt said publicly that, “If the Iron Duke had sent an enemy’s ship to the bottom, we should have called her one of the most formidable ships of war in the world, and all that she has done is actually what she was intended to do, except, of course, that the ship she struck was unfortunately our own property, and not that of the enemy.” [57.] Mr. Reed wrote to the Times to the effect that there would, undoubtedly, be a “greater measure of safety during a naval engagement than on ordinary occasions,” and explained that “the ruling consideration which has been aimed at in these ships has been so to divide them into compartments, that, when all the water-tight doors and valves are arranged as they would be on going into action, the breach by a ram of one compartment only should not suffice to sink the ship.” [58.] Sir Henry James, Attorney-General to the previous Government, spoke publicly on the subject in the plainest terms. He said:—“One would have thought that if there were a court-martial on the vessel which is lost, the officers of the vessel which caused that loss would not go scot free.” The Admiralty was blamed for not having sent the decision of the Court back to it for reconsideration, instead of which they broke a rule of naval etiquette, and seemed anxious to quash inquiry. [59.] “The loss of the Kent, East Indiaman,” by Lieut.-General Sir Duncan MacGregor, K.C.B. [60.] The raft is described in the original work on the shipwreck of the Medusa substantially as follows:—It was composed of topmasts, yards, planks, the boom, &c., lashed strongly together; two topmasts formed the sides, and four other masts, of the same length as the former, were placed in the centre, planks being nailed on them. Long timbers were placed across the raft, adding considerably to its strength; these projected about ten feet on each side. There was a rail along the sides, to keep those on board from falling into the sea. Its height being only about a foot and a half, it was constantly under water, though this could easily have been remedied, by raising a second floor a foot or two above it. Two of the ship’s yards, joined to the extremities of the sides, at one end met in front and formed a bow. Its length was sixty feet, and breadth about twenty. [61.] Later it took with many of them still stranger forms. One M. Savigny had the most agreeable visions; he fancied himself in a rich and highly-cultivated country, surrounded by happy companions. Some desired their companions not to fear, that they were going to look for succour, and would soon return; they then plunged into the sea. Others became furious, and rushed on their companions with drawn swords, asking for the wing of a chicken, or some bread. Some, thinking themselves still aboard the frigate, asked for their hammock, that they might go below to sleep. Others imagined that they saw ships, or a harbour, behind which was a noble city. M. Correard believed he was in Italy, enjoying all the delights of that beautiful country. One of the officers said to him, “I recollect that we have been deserted by the boats, but don’t be afraid; I have just written to the governor, and in a few hours we shall be in safety.” These illusions did not last for any length of time, but were constantly broken by the war of the elements, and the fitful revolts which constantly disgraced the company. [62.] The writer, during a long voyage (England to Vancouver Island, viâ Cape Horn), made in 1862, saw flying-fish constantly falling on the deck, where they remained quivering and glittering in the sunlight. To accomplish this, they had to fly over a height of about fifteen or sixteen feet, the top of the bulwarks, or walls of the steamship, being at least that distance above the water. [63.] Large merchant-vessels have been constructed of steel, which is stronger than iron, weight for weight; and consequently, in building vessels of equal strength, a less weight and thickness is required. It is said, that if the large Atlantic steamers of 3,500 tons and upwards were built of steel, instead of iron, their displacement in the water would be one-sixth less, and their carrying capacity double. A steel troop-ship, accommodating about 1,000 persons and drawing only two feet and a quarter of water, was constructed, in 1861, for use on the Lower Indus. She was taken out in pieces and put together in India, the total weight of the steel employed being only 270 tons, although she was 375 feet long, with a beam of 46 feet. [64.] “The Fleet of the Future: Iron or Wood,” by J. Scott Russell, F.R.S., &c. [65.] Letter to the Times, Sept. 6th, 1875 (after the loss of the Vanguard). [66.] Parliamentary Paper, 1872. Reports of the Committee on Designs for Ships of War &c. [67.] Ibid. [68.] “Our Ironclad Ships.” [69.] Vide “The Mediterranean,” by Rear-Admiral Smyth. This is a standard work on all scientific points connected with the Mediterranean. [70.] One of the earliest of the Moorish conquerors of Spain, who first fortified the Rock. [71.] Vide [page 16]. [72.] “History of Gibraltar and its Sieges,” by F. G. Stephens, with photographic illustrations by J. H. Mann. The writer is much indebted to this valuable work for information embodied in these pages. [73.] On more than one occasion such wrecks have happened, as, for example, when a Danish vessel, laden with lemons, fell into the hands of General Elliott’s garrison, then suffering fearfully with scurvy, October 11th, 1780. A year before a storm cast a quantity of drift-wood under the walls. “As fuel had long been a scarce article, this supply was therefore considered as a miraculous interference of Providence in our favour.” (Vide Drinkwater’s “Gibraltar.”) [74.] The Romans, however, sometimes employed red-hot bolts, which were ejected from catapults. [75.] Lopez de Ayala, “Historia de Gibraltar.” [76.] “Memoirs of Sully,” bk. xx. [77.] In a memorial presented to Philip V. after the capture, it was stated that the garrison comprised “fewer than 300 men; a few poor and raw peasants.” Other accounts range from 150 to 500. [78.] “Journal of an Officer during the Siege.” [79.] See ante, [page 16]. [80.] Sayer’s “History of Gibraltar.” [81.] Barrow’s “Life of Lord Howe.” [82.] Vide “Malta Sixty Years Ago,” by Admiral Shaw. [83.] “The Crescent and the Cross.” [84.] “Malta under the Phœnicians, Knights, and English,” by W. Tallack. [85.] In contradistinction to the Red Cross Knights, or Templars, who, though Crusaders, formed a purely military order. [86.] The Order of the Knights of St. John exists now as a religious and benevolent body—a shadow of its former self. There was a period when the revenues of the Order were over £3,000,000 sterling. It still exists, however, the head-quarters being at Ferrara in Italy. Recent organisations, countenanced and supported by distinguished noblemen and gentlemen for the relief of sufferers by war, and convalescents in hospital in many parts of England, are in some sense under its banner; H.R.H. the Prince of Wales is President of one of them—the National Society for the Sick and Wounded in War. It had been recommended by one writer, that gentlemen of the present day should become members, and wear at evening entertainments a special dress and decoration, and that there should also be dames chevalières, with decorations also. He believes, of course, that this would greatly aid the funds for those benevolent purposes. [87.] For an elaborate, exhaustive disquisition on this subject, vide “The Voyage and Shipwreck of St. Paul,” by James Smith. [88.] The Suez Canal, and all appertaining thereto, is well described in the following works:—“The Suez Canal,” by F. M. de Lesseps; “The History of the Suez Canal,” by F. M. de Lesseps, translated by Sir H. D. Wolff; “My Trip to the Suez Canal,” &c. [89.] M. de Lesseps acknowledges frankly that the English people were always with him, and cites example after example—as in the case of the then Mayor of Liverpool, who would not allow him to pay the ordinary expenses of a meeting. He says: “While finding sympathy in the commercial and lettered classes, I found heads of wood among the politicians.” There were, however, many who supported him in all his ideas, prominently among whom the present writer must place Richard Cobden. [90.] O. Ritt, “Histoire de l’Isthme de Suez.” [91.] Exodus xiv. 21, et seq. [92.] “Life in China,” by William C. Milne, M.A. [93.] The reader may have heard of mummies manufactured in Cairo for the English market. The idol trade of Birmingham has often been stated as a fact. [94.] Readers who have seen Mr. Edouin’s impersonations of a Chinaman may be assured that they are true to nature, and not burlesques. That gentleman carefully studied the Chinese while engaged professionally in San Francisco. [95.] The Tycoon is nominated out of the members of three families having hereditary rights. The princes or Daimios number three or four hundred, many having enormous incomes and armies of retainers. The Prince of Kangâ, for example, has £760,000 a year; the Prince of Satsuma £487,000; and the Prince of Owari £402,900. [96.] For further details concerning this most interesting people, vide Dr. Robert Brown’s “Races of Mankind.” [97.] Vide “Nautical Magazine,” October, 1855. [98.] Captain Scammon, detailed from the United States Revenue Service, to take the post of Chief of Marine in the telegraph expedition on which the writer served, made a series of soundings. For nearly two degrees (between latitudes 64° and 66° N.) the average depth is under 19½ fathoms. [99.] Vide Washington Irving’s “Astoria;” also, Sir Edward Belcher’s “Voyage of the Sulphur.” [100.] “Our Tropical Possessions in Malayan India,” by John Cameron, Esq. [101.] J. Thomson, “The Straits of Malacca, Indo-China, and China.” [102.] It is stated that an old man, named Macgregor, had long before been in the habit of bringing once a year to Sydney small pieces of gold, which he always sold to a jeweller there, and also that a convict had been whipped for having lumps of gold in his possession prior to the above. Hargreaves’ claim rests both on the actual amount discovered, and on his publishing the fact at once. [103.] “The Australian Colonies: their Origin and Present Condition.” [104.] In his work “Westward by Rail,” which contains a most reliable account of California, its history and progress. [105.] At the Cariboo mines, British Columbia, in 1863, there were 7,000 men on the various creeks. There were not over a dozen women there! [106.] Excepting at San Francisco, the only docks worthy of the name on the whole Pacific coasts of America are those of England’s naval station at Esquimalt. [107.] Douglas pines have been measured in British Columbia which were forty-eight feet in circumference at their base, and therefore about sixteen feet through. These magnificent trees are only second in size to the “Big Trees” of California. [108.] On many parts of the North-west Pacific coasts of America, from Oregon northwards to Bering Straits, the salmon, in their season, swarm so that a boat can hardly make a way through their “schools.” [109.] Harper’s Magazine (New York), April, 1869. [110.] “Extracts from a Journal written on the Coasts of Chili, Peru, and Mexico, &c.” [111.] “The West Indies and the Spanish Main.” [112.] “At Last: A Christmas in the West Indies.” [113.] “Naval Chronicles,” vol. xii. [114.] Other islands of the West Indies, as St. Thomas’s, which is a kind of leading “junction” for mail steamers, and St. Domingo—so intimately connected with the voyages of Columbus—will be mentioned hereafter. [115.] “Lands of the Slave and the Free,” by the Hon. Henry A. Murray. [116.] “Historical and Statistical Account of Nova Scotia,” by Judge Haliburton. [117.] “To the Cape for Diamonds.” By Frederick Boyle. [118.] “The Cruise of H.M. Ship Galatea.” By the Rev. John Milner, B.A., Chaplain, and Oswald W. Brierly. [119.] Alluding to the previous visit of Prince Alfred when a midshipman. [120.] “The Settler’s Guide to the Cape of Good Hope,” &c., by Mr. Irons. [121.] “The Autobiography of a Seaman.” By Thomas, tenth Earl of Dundonald, G.C.B., Admiral of the Red, &c. &c. [122.] “Medical Life in the Navy.” [123.] The Naval Chronicle, vol. xiii. (1806). [124.] Her tonnage being no doubt calculated by what is known as O. M. (old measurement), and which was used up to a late date in England, her actual capacity must have been considerably greater. [125.] “The Eventful History of the Mutiny and Piratical Seizure of H.M.S. Bounty: Its Causes and Consequences.” [126.] “Voyage Round the World,” by G. Hamilton. [127.] “A Missionary Voyage to the Southern Pacific” [128.] The Annual Register, 1789. The account above presented is derived from that source, and from the standard works of Yonge and James. [129.] The curious in such matters will find this poem translated by Heeren in his work entitled “Asiatic Nations.” [130.] (The late) W. S. Lindsay, M.P., &c., “The History of Merchant Shipping.” [131.] “The British Admirals: with an Introductory View of the Naval History of England.” [132.] Charnock: “History of Marine Architecture.” [133.] It has been clearly shown that a large vessel which had been built by Henry VII. bore the same name. The above was a successor, probably built after the first had become unfit for service. [134.] Sir William Monson: Churchill’s “Collection of Voyages.” [135.] Hakluyt. [136.] “Historia General.” [137.] Camden. Balboa, the discoverer of the Pacific, had expressed the same feelings in almost the same locality. [138.] Whenever the South Seas are mentioned in these early records, they must he understood to mean the South Pacific, and, indeed, sometimes portions of the North Pacific. The title still clings to the Polynesian Islands. [139.] Burney’s “Voyages.” [140.] Narrative of Chaplain Fletcher, quoted by Burney. [141.] Various authorities cited by Southey. [142.] The various slanders thrown on Drake’s name in connection with this occurrence seem to have had no foundation in fact. Some of his enemies averred that he sailed from England with instructions from the Earl of Leicester to get rid of Doughtie at the first opportunity, because the latter had reported that Essex had been poisoned by the former’s means. But Drake appears to have been really attached to him. [143.] Fuller’s “Holy State.” [144.] Narrative of Captain Hayes (owner of the Golden Hinde) printed in Hakluyt’s “Collection.”