How Britannia Came to Rule the Waves. William Henry Giles Kingston
lower ones; indeed, they would become sweeps, and probably the inner part of each would extend completely across the vessel, and thus the upper oars on the same tier would not be opposite to each other. The lowest tier would perhaps be pulled only by one or two men, and as the tiers rose in height, and consequently the oars in length, more men would be added. Then, again, the lower tiers would have many more oars than the upper, and consequently even more men would be seated on the lower than on the upper benches. This, I think, is the best solution as to the difficulty regarding the mode in which the rowers of a large galley were placed. The hold and the deck immediately below the rowers was thus left for cargo and stores, and perhaps for sleeping-places, while the deck and forecastle, and aftercastle or poop above them, were free for working the sails and for righting. The officers, and perhaps the crew, slept under the poop and forecastle, and in other buildings on deck, as is the case on board many vessels at the present day, only the forecastles and poops were more like those of a Chinese junk than of any modern European craft.
Henry the Second, in the year 1171, collected or built a fleet of four hundred ships of great size, for the purpose of carrying over his troops for the conquest of Ireland, which country he annexed to the English crown. These ships, as no enemy was to be encountered on the ocean, were merely transports.
Richard the First, of the Lion Heart, who began to reign 1189, fitted out a fleet, which, when assembled in the port of Messina in Sicily, in the year 1189, ready to carry his army to the shores of the Holy Land, consisted of sixteen capital ships of extraordinary burden (occupying the position of three-deckers), one hundred and fifty ordinary ships of war, and fifty-three galleys, besides vessels of less size and tenders. In his passage to Acre, known also as Ptolemais, he encountered a huge vessel of the Saracens, laden with ammunition and provisions, bound for the same place which was then besieged by the Christian army. She was called the Dromunda, and her size was enormous. Though she appeared like some huge castle floating on the sea, Richard ordered his galleys to attack her, and as they approached, they were received by showers of missiles, Greek fire, and other horrible combustibles. It was no easy task to board so lofty a ship, but the king urged on his men, some of whom, jumping overboard, swam to the rudder, to which they secured ropes, and thus gained the power of steering her. The most active now climbed up her sides, but were driven back by the overwhelming number of her defenders. The galleys were next ordered to try the effect of their beaks; retiring to windward, and setting all their sails, as well as working away with their oars, they bore down on the Dromunda with such force and velocity, that their iron beaks pierced the sides of the monstrous ship, which instantly began to sink, and out of fifteen hundred officers and men who composed her company, the whole, with the exception of fifty-five, were drowned. These latter
It is very evident that the art of shipbuilding must have made considerable progress in that part of the world, when a ship of such a size could be constructed. The Dromunda could scarcely have been less in size than a fifty-gun ship in Nelson’s day.
We here see the effect produced by rams, much in the way it is proposed to employ them in modern warfare. There will, however, be this difference in a naval battle of the future, that both sides will be provided with these formidable implements of warfare. Before Richard reached Acre a fierce naval engagement had taken place between the besiegers and the besieged. The latter came out of port with their galleys two and two, preserving a similar array in their advance. The Crusaders prepared to receive them, moving to a distance, so that they should not be denied free egress. The Crusaders then disposed their ships in a curved line, so that if the enemy attempted to break through they might be enclosed and defeated. In the upper tiers the shields interlaced were placed circularly, and the rowers sat close together, that those above might have freer scope. The sea being perfectly calm, no impediment was offered to the blows of the warriors or the strokes of the rowers; advancing nearer to each other, the trumpets sounded on both sides, and mingled their dread clangour. First, they contended with missiles, but the Crusaders more earnestly plied their oars, and pierced the enemy’s ships with the beaks of their own. Soon the battle became general; the oars became entangled, and the combatants fought hand to hand.
There was one English galley which, through the rashness of the crew, got close alongside an enemy, who set her in flames with their Greek fire. The Saracens on this rushing in at all parts, the rowers leaped into the sea, but a few soldiers remained through desperation. Those few overcame the many, and retook their half-burned ship. The weapons used were swords, axes lances, arrows, and other missiles, as well as engines for casting large stones; and both Saracens and Christians employed that burning oil commonly called the Greek fire, which is said to consume both flint and iron. It was the invention of the seventh century, and was long used with terrific effect by the Greeks, who called it the liquid fire. It is supposed to have been composed of naphtha, pitch, and sulphur, with other ingredients. It was propelled in a fluid state through brazen tubes from the prows of vessels and from fortifications, with as much facility as water is now thrown from the fire-engine; igniting the moment it was exposed to the air, when it became a continuous stream of fire, carrying with it torture and destruction. Water increased its power, and it could only be extinguished by vinegar or sand; while, in addition to its other horrors, it emitted a stifling smoke, loud noise, and disgusting stench. Tow dipped in it was fastened to the heads of arrows, which thus became carriers of unquenchable flame. It was kept in jars or large bottles. It was probably introduced into England before the time of Richard the First, for in 1195 a payment was made by the king for carrying Greek fire and other implements from London to Nottingham.
Fire-ships were, indeed, of far earlier date than the days of Richard the First. We find them in use among the Tyrians in the time of Alexander the Great. It is related that at the siege of Tyre, when a mole was being constructed to join that city to the continent, the inhabitants, having loaded a large ship heavily by the stern with sand and stones, for the purpose of raising her head out of the water, and having filled her with all sorts of combustible matter, they drove her violently with sails and oars against the mole, when they set fire to her, the seamen escaping in their boats. The mole being in a great measure built of wood, with wooden towers on it, was by this device utterly destroyed. Thus we see that the Tyrians invented and successfully employed fire-ships before the Christian era. We are apt to consider many other discoveries modern which were known to the ancients. For instance, an Italian author, some three centuries ago, describes a ship weighed in his time out of the lake of Riccia, where it had lain sunk and neglected for above thirteen hundred years. It was supposed to have belonged to Trajan.
He observed, he says, “that the pine and cypress of which it was built had lasted most remarkably. On the outside it was built with double planks, daubed over with Greek pitch, caulked with linen rags, and over all a sheet of lead, fastened on with little copper nails.”
Here we have caulking and sheathing together known in the first century of the Christian era; for, of course, the sheet of lead nailed over the outside with copper nails was sheathing, and that in great perfection, the copper nails being used instead of iron, which, when once rusted in the water by the working of the ship, soon lose their hold, and drop out.
Captain Saris, in a voyage to Japan in the year 1613, describes a junk of from eight to ten hundred tons burden, sheathed all over with iron. As in the days of the Plantagenets the country had not the advantage of possessing a Board of Lords Commissioners of the Admiralty, nor, indeed, any office in which the records of the ships built, altered, rebuilt, or pulled to pieces were kept, or, indeed, any naval records whatever, we are without the means of ascertaining what special improvements were introduced either in shipbuilding or in the fitting or manning of ships during each particular reign. Indeed, for several centuries very slow progress appears to have been made in that art, which ultimately tended to raise England to the prosperous state she has so long enjoyed.
Chapter Three.
The Navy in the days of the Plantagenets—from A.D. 1087 to A.D.