Men of Invention and Industry

would have been little worth but for the inestimable moral gift that accompanied it. Yes; from Celts, Saxons, Danes, Normans-from some or all of them-have come down with English nationality

and-mother has stretched out her arms till they enriched the globe of the earth....Britain, witho

's life which he left for the benefit of othe

of a short date, seeing that all arts, as letters, ships, printin

n of the world at the present time, have been discovered within the last hundred or hundred and fifty years. We do not say that man has become so much wiser

power and electric light. Perhaps the most important invention, however, was that of the working steam engine, made by Watt only about a hundred years ago. The most recent applicat

haulage of coals; but it was not until the opening of the Liverpool and Manchester Railway in 1830, that the importance of the invention came to be acknowledged. The locomotive railway has since been everywhere adopted throughout Europe. In America,

but there is just one point overlooked: that the steam-engine requires a firm basis on which to work." Symington, the practical mechanic, put this theory to the test by his successful

sufficient coal to raise steam enough during the voyage. But this theory was also tested by experience in the same year, when the Sirius, of London, left Cork for New York, and made the passage in nineteen days. Four days after the departure of

by means of paddle wheels; but these are now almost entirely superseded by the screw. And this, too, i

rew, left Liverpool for New York, and made the voyage in fourteen

it is the youngest of all countries. Watt's steam engine was the beginning of our manufacturing supremacy; and since its adoption, inventions and discoveries in Art and Science, within the last hundred years, have succeeded each

sults. But the nation was slow to awake and take advantage of its opportunities. There was no enterprise, no commerce-no "go"

to pump our water at London Bridge. Though a seafaring population lived round our coasts, we did not fish our own seas, but left it to the industrious Dutchmen to catch the fish, and

dominions on the Continent had been wrested from her by the French. The country at home had been made desolate by the Wars of the Roses. The population was very small, and had been kept down by war, pestilence, and famine.[3] The chief staple was wool, which was exported to Flanders in foreign ships, there to

lemings in 1340, with 260 ships; but his vessels were all of moderate size, being boats, yachts, and caravels, of very small tonnage. According to the contemporary chronicle

race de Dieu, of comparatively small tonnage. The custom then was, to hire ships from the Venetians, the Genoese, the Hanse t

road, especially from Italy, where the art of shipbuilding had made the greatest progress, as many skilful artists and workmen as he could procure, either by the hope of gain, or the high honours and distinguished countenance which he paid them. "By incorporating," says Charnock, "these useful persons among h

" or armour, and for munitions of all sorts. The State Papers[6] particularize the amounts paid to Lewez d

and John Cavelcant. On one occasion 2,797L. 19s. 4 1/2d. was disbursed for guns and grindstones. This sum must be multiplied by about four, to give the proper present value. Popenruyter seems to have bee

incipally dependent upon Dutchmen and Venetians, both for ships of war and merchantmen. The sovereign had neither naval arsenals nor dockyards, nor any regular establishment of civil or nava

of royal dockyards, the sovereign-as late as the reign of Elizabeth-entered into formal contract

twenty-five well furnished ships. The French fleet were thirty-nine in number. They met in Brittany Bay, and had a fierce fight. The Regent grappled with a great carack of Brest; the French, on the English boarding their ship, set fire to the gunpowder, and both

of another vessel. The object was to have a sort of castle at each end of the ship. This style of shipbuilding was doubtless borrowed from the Venetians, then the greatest naval power in Europe. The length of the masts, the height of the ship above the water's edge, and the ornaments and decorations, were better adapted for the stillness of the Adriatic

es in private shipyards was in a miserable condition. Mr. Willet, in his memoir relative to the navy, observes: "It is said, and I believe with truth, that at this time (the middle of the sixteenth centur

ships of war, to protect such commerce as then existed from the depredations of the French and Scotch pirates. The Mary Rose was sent many years later (in 1544) with the English fleet to the coast of France, but returned with the rest of the fleet to Portsmouth witho

n marines and carpenters to raise the Mary Rose. Sixty English mariners were appointed to attend upon them. The Venetians were then the skilled "heads," the English were only the "hands." Nevertheless they failed with all

s of foreigners. The Hanse towns had their large entrepot for merchandise in Cannon Street, on the site of the present Cannon Street Station. The wool was still sent abroad to Flanders to be fashioned into cloth, and even garden produce was principally imported from Holland. Dutch, Germans, Flemings, French, an

ber and burthen of our ships. "Foreigners," says Camden, "stiled her the restorer of naval glory and Queen of the Northern Seas." In imitation of the Queen,

re to be seen lying together before Amsterdam;[9] whereas England at that time had not four merchant ships of 400 tons each! Antwerp, however, was the most important city in the Low Countries. It was no uncommon thing to see as many as 2500 ships in the Scheldt, laden with merchandize. Sometimes 500 ships would come and go from Antwerp in one day, bound to or returning from

erately murdered. The Duchess of Parma, writing to Philip II. in 1567, informed him that in a few days above 100,000 men had already left the country with their money and goods, and that more were following every day. They fled to Germany, to Holland, and above all to England, which they ha

t 100,000 persons were put to death because of their religions opinions. All this persecution, carried on so near the English shores, rapidl

not prevent her furnishing them with an asylum, they proceeded to compass her death. She was excommunicated by the Pope, and Vitelli was hired to assassinate he

and energy. She was about to become the England of free thought, commerce, and manufactures; to plough the ocean with her navies,

were Spenser, Shakespeare, Sir Philip Sidney, the Fletchers, Marlowe, and Ben Jonson. Among the statesmen of Elizabeth were Burleigh, Leicester, Walsingham, Howard, and Sir Nicholas Bacon. But perhaps

f long generations of seamen and lovers of the sea. They could not have been great but for the nation which gave them birth, and

nged with sailors. Their greatness was but the result of an

st of her extensive colonial possessions was established in this reign. "Ships, colonies, and commerce" began to be the national motto-not that c

496, in the reign of Henry VII., he made no settlement there, but returned to Bristol with his four small ships. Columbus did

llor), and the Bona Confidentia (Captain Durforth),-most probably ships built by Venetians. Sir Hugh reached 72 degrees of north latitude, and was compelled by the buffeting of the winds to take refuge with Captain Durforth's vessel at Arcina Keca, in

o the whale fishery at Spitzbergen, and opened up a trade with the northern parts of Russia. Two years later, in 1556, Stephen Burroughs sailed with one small

irit, a Spanish ship laden with a rich cargo of cochineal. Four years later, in 1569, he made his first attempt to discover the north-west passage to the Indies, being assisted by Ambrose Dudley, Earl of Warwick. The ships of Frobisher were three in number, the Gabriel, of from 15 to 20 tons; the Michael, of from 20 to 25 tons, or half the size of a modern fishing-boat; and a pinnace, of from 7 to 10 t

age, and though he made his second attempt with one of Queen Elizabeth's own ships, and two barks, with 140 persons in all, he was as unsuccessful as before. He brought home some supposed gold ore; and on the strength of the stones containing go

e North, Francis Drake was finding it in th

however, discouraged by his first misfortune, but having assembled about him a number of seamen who believed in him, he made other adventures to the West Indies, and learnt the navigation of that part of the ocean. In 1570, he obtained a regular commission from Queen Elizabeth, though he sailed his own ships, and made his own ventures. Ever

ngland; and under their chosen chiefs they proceeded to make war upon him. In the year of the massacre of St. Bartholomew, Drake set sail for the Spanish Main in the Pasha, of seventy tons, accompanied by the Swan, of twenty-five tons; the united crews of the vessels amounting to seventy-three me

ndemn it as a rash one, but for its success." The squadron with which he sailed for South America consisted of five vessels, the largest of which, the Pelican, was only of 100 tons burthen; the next, the Eliza

captured the royal galleon, the Cacafuego, laden with treasure. After trying in vain to discover a passage home by the North-eastern ocean, though what is now known as Behring Straits, he took shelter in Port San Francisco, which he took possession of in the name of the Queen of England, an

mes yacht. The united crews, of officers, men, and boys, did not exceed 123! Cavendish sailed along the South American continent, and made through the Straits of Magellan, reaching the Pacific Ocean. He burnt and plundered the Spanish settlements along the coast, captured some Spanish ships, and

that the sword of Philip was forged in the gold mines of South America, and that the only way to defend their country was to intercept the plunder on its voyage home to Spain. But the sailors and their captains-Dra

llest being of 700 tons. Besides these were four gigantic galleasses, each carrying fifty guns, four large armed galleys, fifty-six armed merchant ships, and twenty caravels-in all, 149 vesse

flag. The principal armed merchant ships were provided by London, Southampton, Bristol, and the other southern ports. Drake was followed by some privateers; Hawkins had four or five ships, and Howard of Effingham two. The fleet was, however, very badly found in provisions and am

ned, fired again, riddled the Spaniards, and shot away in the eye of the wind. To the astonishment of the Spanish Admiral, the English ships approached him or left him just as they chose. "The enemy pursue me," wrote the Spanish Admiral to the Prince of Parma; "they fire upon me most days from morning till nightfall, but they will not close and grapple, though I have given them every opportunity." The Capitana, a galleon of 1200 tons, dropped behind, struck

a fleet of ships laden with wheat and warlike stores for a new Armada. They next sacked Vigo, and returned to England with 150 pieces of cannon and a rich booty. The Earl of Cumberland sailed to the West Indies on a private adventure, and captured more Spanish prizes. In 1590, ten En

the East India caracks, a vessel of 1600 tons, 700 men, and 36 brass cannon, laden with a magnificent cargo. She was taken to Dartmouth, and surprised all who saw her, being the largest ship that had ever been seen in England. In 1594, Captain James Lancaster set sail with three ships upon a voyage of adventure. He was joined by some Dutch and French privateers. The result was, that they captur

est passage neglected; for in 1580, Captain Pett (a name famous on the Thames) set sail from Harwich in the George, accompanied by Captain Jackman in the William. They reached the ice in the North Sea, but were compelled to return without effecting their purpose! Will it be belie

North-west the Strait which now bears his name. He was driven back by the ice; but, undeterred by his failure, he set out on a second, and then on a third voyage of discovery in the two following years.

the course of another century Holland possessed more colonies, and had a larger share of the carrying trade of the world than Britain. It was natural therefore that the Dutch republic should take an interest in the North-west

s. The Company was started with a capital of 72,000L. in 50L. shares. The adventurers bought four vessels of an average burthen of 350 tons. These were stocked with provisions, "Norwich stuffs," and other merchandise. The tiny

sailed homeward, taking possession of the island of St. Helena on their way back; having been absent exactly thirty-one months. The profits of the first voyage proved

cession of the Queen, there were not more than four ships belonging to the river Thames, excepting those of the Royal Navy, which were over 120 tons in burthen;[12] and after forty years, the whole of the merchant ships of England, over 100 tons, amounted to 135; only a few of

Queen, praying her to remit a subsidy which had been imposed upon them, and speaking of their native place as "Her Majesty's poor decayed town of Liverpool." In 1565, seven years after Queen Elizab

world. James was as peaceful as a Quaker. He was not a fighting King;-and, partly on this account, he was not popular. He encouraged manufactures in wool, silk, and tapestry. He gave every encouragement to the mercantile and colonizing adventurers to plant and improve the

ant ships. Sir William Monson says, that at the accession of James I. there were not above four merchant ships in England of 400 tons burthen.[15] The East Indian merchants were the first to increase the size. In 1609, encouraged by their Charter, they built the Trade's Increase, of 1100 tons burthen, the largest merchant ship that had ever been

rk, the George, of only 40 tons burthen. Phineas Pett was the first of the great ship-builders. His father, Peter Pett, was one of the Queen's master shipwrights. Besides being a ship-builder, he was also a poet, being the author of a poetical piece entitled, "Time's Journey to seek his daughter Truth,"[16] a very respectable performance. Indeed, poetry

there for four years. Not profiting much by his education there, his father removed him to a private school at Greenwich, kept by a Mr. Adams. Here he made so much progress, that in three years time he was ready for Cambridge. He was

had not God been more merciful to me." His mother married again, "a most wicked husband," says Pett in his autobiography,[17] "one, Mr. Thomas Nunn, a minister," but of what denomination he does not sta

n's service to very little purpose; Chapman then died, and the apprentice was dismissed. Pett applied to his elder brother Joseph, who would not help him, although he had succeeded to his father's post in the Royal Dockyard. He was accordingly "constrained to ship himself to sea upon a desperate voyage in a man-of-war." He accepted the humble place of carpenter

she was bound upon a piratical adventure. Piracy was not thought dishonourable in those days. Four years had elapsed since the A

e Companies of the City of London clubbed their means together for the purpose of sending out Sir Waiter Raleigh to capture Span

tt, thoroughly disgusted with privateering life, took leave of both ship and voyage. With much difficulty, he made his way across the country to Waterford, from whence he took ship for London. He arrived there three days before Christmas, 1594, in a beggarly condition, and made his way to his brother Peter's house at Wapping, who again kindly entertained him. The elder b

rebuild Her Majesty's Triumph. Baker employed Pett as an ordinary workman; but he had scarcely begun the j

tinued to work at the Repulse until she was finished, launched, and set sail on her voyage, at the end of April, 1596. This was the leading ship of the squadron which

gement, and from his assistance, he adds, "I must acknowledge I received my greatest lights." The Lord Admiral was often present at Baker's house. Pett was importuned to set sail with the ship when finished, but he preferred remaining at home. The principal reason, no doubt, that restrained him at this

ding purposes. Pett accomplished his business satisfactorily, though he had some malicious enemies to contend against. In his leisure, he began to prepare models of ships, which he rigged and finished complete. He also proceeded with the study of mathematics. The beginning of the year 1600 found Pe

ugh the salary was small. He shipped his furniture on board a hoy of Rainham, and accompanied it down the Thames to the junction with the Medway. There he escaped a great danger-one of the sea perils of the time. The mouths of navigable rivers were still infested with pirates; and as the hoy containing Pett approached the

anor House, and settled there with his sisters. He was now in the direct way to preferment. Early in the following year (March, 1601) he succeeded to the place of assistant to the princ

Pett proceeded to accomplish the order with all dispatch. The little ship was in length by the keel 28 feet, in breadth 12 feet, and very curiously garnished within and without with painting and carving. After working by torch and candle light, night and day, the ship was launched, and set sail for the Thames, wit

he Bear and other vessels for conveying his patron, the Lord High Admiral, as an Ambassador Extraordinary to Spain, for the purpose of concluding peace, after a strife of more than forty years. The Resistance was hired by the Government as a tra

nd reached Rye on the 26th of June, "amidst much rain, thunder, and lightning." In the course of the same year, his brother Joseph died, and Phineas succeeded to his post as master shipbuilder at Chatham. He was permitted, in conjunction with one Henry Farvey and three others, to receive the usual reward of 5s. per ton for building five new merchant ships,[21] most probably for East Indian commerce, now assuming large

. "Wherein," he says, "I strove extraordinarily to express my service for the honour of the kingdom; but by reason the time limited was short, and the business great, we laboured night and day to effect it, wh

ioned at Deptford, under charge of Matthew Baker; and the two former at Woolwich, under that of Pett. For greater convenience, Pett removed his family to Woolwich. After be

Majesty (who was present) was exceedingly delighted with the sight of the model, and passed some time in questioning the divers material things concerning it, and demanded whether I could build the great ship in all parts like the same; for I will, says His Majesty, compare them together when she shall be

l of jobbery going on in the dockyards. It was difficult, under the system which prevailed, to have any proper check upon the expenditure for the repair and construction of ships. At all events, a commission was appointed for the purpose of inquiring into the abuses and misdemeanors

reported that he was "no artist, and that he was altogether insufficient to perform such a service" as that of building his great ship. Nevertheless, he persevered, believing in the goodness of his cause. Eventually, he was enabled to turn the tables upon his accusers, and to completely justify himself in all his transactions with the king, the Lord Admiral, and the public officers, who

ex to visit him at Woolwich, to see with his own eyes what progress he was making with the great ship. After viewing the dry dock, which had been constructed by Pett, an

r had been such a frightful innovation. The model was all wrong. The lines were detestable. The man who planned the whole thing was a fool, a "cozener" of the king,

y judicious and impartial persons." After a conference with Pett, and an interview with his Majesty, the Lord High Admiral was authorised by the latter to invite the Earls of Worcester and Suffolk to attend with him at Woolwich, and bring all the accusers of Pett's design of the great ship before them for the purpose of examination, and to report to him as to

master shipbuilder was called. He objected to the size of the ship, to the length, breadth, depth, draught of water, height of jack, rake before and aft, breadth of the floor, scantling of the timber, and so on. Then another of the objectors was called; and his evidence was so clearly in contradiction to that which had already be

ed favourably of the design of the ship, a

e tree-nails, the workmanship, and the cross-grained timber." "The cross-grain," he concluded, "was in the men and not in the timber." After all the measurements had been made and found correct, "his Majesty," says Pett, "with a loud voice commanded the measurers to declare publicly the very truth; which when they had delivered

s navy came from Chatham to assist in launching her. The ship was decorated, gilded, draped, and garlanded; and on the 24th the King, the Queen, and the Royal family came from the palace at Theobald's to witness the great sight. Unfortunately, the d

d High Admiral, and the principal naval officials. It was bright moonshine. After midnight the rain began to fall, and the wind to blow from the southwest. But about two o'clock, an hour before high water, the word was given to set all taut, and the ship went away without any straining of screws and tackles, till s

nd her cross-beam 44 feet. She was of 1400 tons burthen, and carried 64 pieces of

uiet Mediterranean, were not suited for the stormy northern ocean. The fighting ships also of the time of Henry VIII. and Elizabeth were too full of "top-hamper" for modern navigation. They were oppressed by high forecastles and poops. Pett struck out entirely new ideas in the build and lines of his new ship; and the course which he adopted had its effect

izabeth and her husband, The Palsgrave, to the Continent. Pett was on board the ship, and found that "it wrought exceedingly well, and was so yare of conduct that a foot of helm would steer he

k at Woolwich. In the same year he was commissioned by the Lord Zouche, now Lord Warden of the Cinque Ports, to construct a pinnace of 40 tons, in respect of which Pett remarks, "towards the whole of the hull of the pinnace, and all her rigging, I

ness I lost 700L., and could never get any recompense at all for it; Sir Walter going to sea and leaving me unsatisfied."[29] Nor was this the only loss that Pett met with this year. The King, he states, "bestowed upo

the number of trees he had felled of all such timber as was useful for shipping, in which business I spent a great deal of time, and brought myself into a great deal of trouble." About this period, poor Pett's wife and two of his children lay for some

ioned Pett to build with all dispatch two pinnaces, of 120 and 80 tons respectively. "I was myself," he says, "to serve as Captain in the voyage"-being glad, no doubt, to escape from his tormentors. The two pinnaces were

ship to be unserviceable, and not fit to continue-that what charges should be bestowed upon her would be lost." Nevertheless, the Prince Royal was docked, and fitted for a voyage to Spain. She was sen

er. Pett was entertained on board the Prince Royal, and rendered occasional services

as to bring over the Prince of Wales's bride from France. While the preparations were making for the voyage, news reached Chatham of the death of King James. Pett was afterwards commanded to go forward with the work of prepari

to view the state thereof, and also the stores thereof," clearly showing that he was regaining his old position. He was also engaged in determining the best mode of measuring the tonnage of ships.[31] Four years later he was again appointed a commissioner for making "a general survey of the whole navy at Chatham." For this and his other serv

ng's eldest son, afterwards Charles II. This model was presented to the Prince at St. James's, "who entertained it with great joy, being purposely made to disport himself withal." On the next visit of his Majesty to Woolwich, he inspected the progress made with the Leopard, a sloop-of-war built by Peter Pett. While in the hold of the vessel, the King called Phineas to one side, and told him of his resolution to have a great new ship built, a

by; from thence they proceeded on horseback to Gisborough and baited; then to Stockton, where they found but poor entertainment, though they lodged wi

d and Bracepeth Park. The gentry did all they could to facilitate the object of Pett. On his journey homewards (July, 1635), he took

ter and Chatham to see the Soveraigne, a monstrous vessel so called, being for burthen, defence, and ornament, the richest that ever spread cloth before the wind. She carried 100 brass

e, and was in all the great naval engagements with France and Holland. The Dutch gave her the name of The Golden Devil. In the last fight between the English and French, she encountered the Wonder of the World, and so warmly plied the French Admiral, that she forced him out of his three-decked wooden castle, and chasing the Royal

er, succeeded him as principal shipwright, Charles I. conferring upon him the honour of knighthood. Phineas lived for ten years after the Sovereign of

kable for her sharpness and the fineness of her lines; and many were built like her." Pett "introduced convex lines on the immersed part of the hull, with the studding and sprit sails; and, in short,

am credibly informed that that mystery of shipwrights for some descents hath been preserved faithfully in families, of whom the Petts about Chatham are of si

ar as we know, the name itself has died out. In 1801, when Charnock's 'History of Marine Architec

s for Ch

the voyage, In 1825, the Enterprise, with engines by Maudslay, made the voyage from Falmouth to Calcutta in 113 days; and in 1828, the Curacoa made the voyage between Holland and the Dutch West I

1872, it was 1,537,000 tons; and in 1882, it had reached 3,835,00

sit of the plag

Third's Fleet. Cotton's

tory Of Marine Arc

e these:-The "Apostles," so called from the head of an Apostle which they bore; "Curtows," or "Courta

e de Dieu and three small galleys, was 770

ock, ii.

, Annals of Co

ments, Churches, and Industries,

, Annals of Com

bid. i

gross customs receipts of Liverpool had increased to 198,946L.; whilst those of Bristol were as much as 351,211L. In 1883, the a

e proclaimed pirates. The public looked upon them as gallant fellows; the merchants gave them underhand support; and even the authorities in maritime towns connived at the sale of their plunder. In spite of proclamations, during the first five years after the accession of James I., there were continual complaints. This lawless way of life even became popular. Many Englishmen furnished themselves with good ships and scoured the seas, but little careful whom they migh

al Tract

very rare. It is not

ruary, 1796, Dr. Samuel Denne communicated to the Society of Antiquaries particulars of two of these MSS., and subsequently published copious extracts from them in their transactions (Archae. xii. anno 1796), in a very irregular

n hath appointed, to take a perfect view of all such goods, prizes, spices, jewels, pearls, treasures, &c., lately taken in the Carrack, and to make sale and division (Jor. 23, p. 156). Suit to be made to the Queen and Privy Council for the buying of the goods, &c., lately taken at sea in the Carrack; a committee appointed to take order accordingly; the benefit or loss arising thereon to be divided and borne between the Chamber [of the Corporation of the City] and t

o struck her across the head with the fire-tongs, from the effects of which she died in three days. Nunn wa

ers of ships and others to clear the seas of these pirates, agreeing to pay them for their labours. In 1622, Pett fitt

nt S.P.O., 2

ship is given in Charnock's History

th century, to transport the relics of the Saint to the Cathedral of Lisbon, the two ravens accompanied the ship which contained them, one at its stem and the other at its stern. The relics were deposited in the Chapel of St. Vincent, within the Cathedral, and there the two ravens have eve

s is embodied in a voluminous report. State

tt says he was his "most implacable enemy." It is probable that the earl was jealous of Pett, because he had rece

the one presented to the King, signed by six ship-builders and Captain Waymouth, and counter signed by Northampton and four others. The Report is

rents, from whom such great things were anticipated-for he was graceful, frank, brave, active, and a lover

tons, but when he turned her out

the Destiny of London, of 700 tons burthen." The least he could have done was to have handed over to the builder his royal and usual reward. In the above warrant, by the way, the title "our we

d debts," by Philip Massinger. It was difficult for the poet,

ontained in the S.P.O., dated 21st Oct., 162

Services of Rear-Admiral Si

rson, an attorney, which formerly belonged to the Petts, the celebrated ship-builders. The chimney-piece in the principal room is of wood, curiously carved, the upper part being divided into compartments by caryatydes. The central compartmen

emoirs of Life