Captain Brenton, the naval historian, was watch-officer on board a ship that for many days was in the hands of mutineers. He says, "The seamen, generally speaking, throughout the mutiny conducted themselves with a degree of humanity highly creditable, not only to themselves, but to the national character. They certainly tarred and feathered the surgeon of a ship at the Nore, but he had been five weeks drunk in his cabin and had neglected the care of his patients; this was therefore an act which Lord Bacon would have called 'wild justice.' The delegates of the 'Agamemnon'" (his own ship) "showed respect to every officer but the captain; him, after the first day, they never insulted but rather treated with neglect; they asked permission of the lieutenants to punish a seaman, who, from carelessness or design, had taken a dish of meat belonging to the ward-room and left his own, which was honestly and civilly offered in compensation." 56 Still, though begun under great provocation and marked at first by such orderly procedure, the fatal effects of insubordination once indulged long remained, as in a horse that has once felt his strength; while the self-control and reasonableness of demand which distinguished the earlier movements lost their sway. The later mutinies seriously endangered the State, and the mutinous spirit survived after the causes which palliated it had been removed.
In meeting the needs of so great and widely scattered a naval force, even with the best administration and economy, there could not but be great deficiencies; and the exigencies of the war would not permit ships to be recalled and refitted as often as the hard cruising properly required. Still, by care and foresight, the equipment of the fleet was maintained in sufficient and serviceable condition. In the year 1783 a plan was adopted "of setting apart for every sea-going ship a large proportion of her furniture and stores, as well as of stocking the magazines at the several dockyards with imperishable stores." 57 The readiness thus sought was tested, and also bettered, by the two partial armaments of 1790 against Spain and of 1791 against Russia; so that, when orders to arm were received in 1793, in a very few weeks the ships-of-the-line in commission were increased from twenty-six to fifty-four, and the whole number of ships of all sizes from one hundred and thirty-six to over two hundred. The same care and foresight was continued into the war. It was as much an object with Great Britain to hinder the carriage of naval stores from the Baltic to France as to get them herself, and there was reason to fear that her seizure of ships so laden and bound to France would, as before, bring on trouble with the northern States. "In 1796 the quantity of naval stores remaining on hand was too small to afford a hope of their lasting to the end of the war; but the government, foreseeing that a rupture must ensue, provided an abundant supply of materials for naval equipment; ship timber was imported from the Adriatic, masts and hemp from North America, and large importations were made from the Baltic. The number of British ships which passed the Sound in one year was forty-five hundred, chiefly laden with naval stores, corn, tallow, hides, hemp, and iron. At the same time the most rigid economy was enforced in the dockyards and on board ships of war." 58
A bare sufficiency—to be eked out with the utmost care, turning everything to account, working old stuff up into new forms—was the economic condition of the British cruiser of the day. Under such conditions the knack of the captain and officers made a large part of the efficiency of the ship. "Some," wrote Collingwood, "who have the foresight to discern what our first difficulty will be, support and provide their ships as by enchantment; while others, less provident, would exhaust a dockyard and still be in want." Of one he said: "He should never sail without a storeship in company;" while of Troubridge Nelson wrote that "he was as full of resources as his old 'Culloden' was of defects." A lieutenant of the day mentions feelingly the anxieties felt on dark nights and in heavy weather off the enemy's coast, "doubting this brace or that tack," upon which the safety of the ship might depend. The correspondence of Nelson often mentions this dearth of stores.
The condition of the two navies in these various respects being as described, their comparative strength in mere numbers is given by the British naval historian James, whose statement bears every mark of careful study and accuracy. After making every deduction, the British had one hundred and fifteen ships-of-the-line, and the French seventy-six, when war was declared. The number of guns carried by these ships was respectively 8718 and 6002; but the author claims that, in consequence of the heavier metal of the French guns, the aggregate weight of broadside, undoubtedly the fairest method of comparison, of the line-of-battle in the two navies was 88,957 pounds against 73,957,—a preponderance of one sixth in favor of Great Britain. 59 This statement is explicitly accepted by the French admiral, La Gravière, 60 and does not differ materially from other French accounts of the numerical strength of that navy at the fall of the monarchy.
The navy of Spain then contained seventy-six ships-of-the-line, of which fifty-six were in good condition. 61 Particular and detailed accounts are wanting, but it may safely be inferred from many indications scattered along the paths of naval records that the valid strength fell very, very far below this imposing array of ships. The officers as a body were inexpert and ignorant; the administration of the dockyards partook of the general shiftlessness of the decaying kingdom; the crews contained few good seamen and were largely swept out of the streets, if not out of the jails. "The Spaniards at this time," says La Gravière, "were no longer substantial enemies. At the battle of St. Vincent there were scarcely sixty to eighty seamen in each ship-of-the-line. The rest of the crews were made up of men wholly new to the sea, picked up a few months before in the country or in the jails, and who, by the acknowledgment of even English historians, when ordered to go aloft, fell on their knees, crying that they would rather be killed on the spot than meet certain death in trying so perilous a service." 62
"The Dons," wrote Nelson in 1793, after a visit to Cadiz, "may make fine ships,—they cannot, however, make men. They have four first-rates in commission at Cadiz, and very fine ships, but shockingly manned. I am certain if our six barges' crews, who are picked men, had got on board of one of them, they would have taken her." "If the twenty-one ships-of-the-line which we are to join off Barcelona are no better manned than those at Cadiz, much service cannot be expected of them, although, as to ships, I never saw finer men-of-war." 63 A few weeks later he fell in with the twenty-one. "The Dons did not, after several hours' trial, form anything that could be called a line-of-battle ahead. However, the Spanish admiral sent down two frigates, acquainting Lord Hood that, as his fleet was sickly nineteen hundred men, he was going to Cartagena. The captain of the frigate said 'it was no wonder they were sickly for they had been sixty days at sea.' This speech appeared to us ridiculous, for, from the circumstance