Spain had lagged behind. Professional people were still miserably paid and of low standing, treated as minor functionaries. The productive cycle which had been developing in Britain for a century or more between higher growth, better standards of living, rising expectations, a hunger for world markets and a burgeoning economy had scarcely begun in Spain. Disease still reigned: although plague had finally disappeared in the 1720s, ‘flu, smallpox, typhoid, dysentery and malaria continued to sweep through the country. Deeply symptomatic of a country going nowhere, of opportunities scarcely presenting themselves to Spanish youth, almost a quarter of Spaniards simply never married. There was no future for them to look forward to. As a result of high death rates and a low birth rate, the population of Spain had increased by little more than half during the century. In the same period, the number of English had doubled. The two countries were not even in the same arena. In the light of this, Nelson’s famous insult to the Spanish has often been misinterpreted as pure racism. ‘The Dons may make fine ships,’ he wrote in 1793, ‘—they cannot however make men.’ But this is not, as it might sound, a reflection on Spanish virility. It is a description of a demographic fact. The supply of good, strong, well-fed men, with a high level of ambition and enterprise, was simply absent. ‘They have four first-rates in commission at Cadiz,’ Nelson went on, ‘and very fine ships, but shockingly manned. I am certain if our six barges’ crews, who are picked men, had got on board one of them, they would have taken her.’ He was probably right.
Navies reflect the societies from which they come and at Cadiz in October 1805, Villeneuve, the French commander, was in despair about his Spanish allies. Their ships were in such poor condition, he reported to his friend Denis Decrès, Minister of Marine in Paris, that they should never have been sent to sea. Scurvy and dysentery were rife. One of the disadvantages from which Spain suffered, compared with its northern rivals, was the ability of tropical and Caribbean diseases to survive in the homeland. Yellow fever, which would habitually kill up to twenty per cent a year of the naval manpower of all nations when stationed in the Caribbean, could not survive the cold of southern England. In Spain it felt at home and Cadiz itself had been subject to a yellow fever epidemic that had been raging across the whole of southern Spain since the spring. More than a quarter of the thirty-six thousand people in Malaga, for example, had died of the sickness. With social systems collapsing across the whole of southern Spain, there was no food in Cadiz and few stores for refitting the ships. There was little money with which to pay crews, or any bounty for those who might be persuaded to volunteer. The people on board the Spanish ships, Villeneuve told Decrès, were ridiculous. Barely ten per cent were sailors. ‘It is truly painful to see such strong and beautiful ships manned with shepherds and beggars, and to have such a tiny number of real seamen. The fleet is not in a state to perform the services appointed to it. The Spanish are quite incapable of meeting the enemy.’ Intriguingly, the percentage of qualified seamen on British ships, when first leaving port, might not on occasions have been a great deal higher. The Spanish rarely put large fleets to sea but the British blue seas policy, pursued since the early 18th century, by which fleets were kept for years at a time blockading the ports of continental Europe, transformed those incompetent landmen into effective and coherent crews. On both sides, policy reinforced demography.
In common with other European navies, the Spanish had more ships than they could man. Unavailability of skilled labour, rather than the lack of funds, limited the effectiveness and power of their navy. Like the French, the government had for fifty years organised a register of all acknowledged seamen, on whom the state could call in time of war. But, inevitably, in Spain as in France, the state did not have the mechanisms to enforce the scheme. The demands made by the register could be all too easily cheated. Poorly paid officials depended on bribes as an essential part of their income, and repeatedly the men did not appear. The savage discipline habitual in all navies—fifty strokes while lashed to a cannon for the first attempt to desert; consignment to the galleys for the second—did little to encourage subscription.
Vice-Admiral Jose de Mazarredo wrote to the King in May 1801, describing his predicament when finding himself at sea with no more than sixty sailors with any experience out of a crew of five hundred, the rest being fishermen and off coasting vessels ‘without training or any understanding whatsoever of a ship’s rigging or routine on board, such as securing a topgallant sail to the yardarm or taking in a reef.’ It was a stumbling, untrained mass of ill-assorted peasantry with which the aristocrats of the Spanish officer class put to sea in October 1805. Spanish gun crews were able to fire one round every five minutes from each of their 32lb cannon. Most British crews could manage a round every ninety seconds. The best could reduce that time by a third.
The Spanish commander, Vice-Admiral Federico Carlos Gravina, was a Sicilian, and spoke a strongly accented Italian as his mother tongue—a trait he had in common with Napoleon—but his father, the Duke of San Miguel, was a Spanish grandee of the first class, as was his mother’s father. Gravina inherited the right on both his mother’s and his father’s side, to wear his hat in the presence of the King. He was, in many ways, an antique himself, laden with a sense of honour, duty and a particularly Spanish form of fatalism. ‘There are disasters that may be honoured as victory,’ the 19th-century Spanish nationalist Manuel Marliani later wrote of Trafalgar. It was a catastrophically self-fulfilling frame of mind.
Threads and fragments of the European Enlightenment had found their way into Spain. The Spanish navy had conducted long exploratory scientific voyages through the Pacific, which bear comparison with those of James Cook on behalf of the British Admiralty; and there was, for example, a modern and efficiently run meteorological observatory outside Cadiz. But these were superficial changes. The traditional structures remained in place. Of the two hundred and twenty-seven ships built for the Spanish Royal Navy in the eighteenth century, a third of them had been named after saints, others after the Mother of Christ, several after key elements of church doctrine: the Spanish Royal Navy was proud of nothing more than the Salvador del Mundo, and the Purísima Concepción. Here at Trafalgar, the Santísima Trinidad, the largest ship in the world, was the flagship of Rear-Admiral don Bernardo Hidalgo Cisneros, the Santa Ana carried the flag of Vice-Admiral don Ignacio Maria de Alava. In the Spanish fleet, Catholicism and aristocracy clasped each other in an embrace of pure retrospection.
The Spanish hierarchy had been exposed to, and clearly knew about, more modern approaches to war—and life—but didn’t take them up. After the execution of Louis XVI, Spain had been briefly allied with Britain against France. Gravina had visited Portsmouth in 1793 and had been introduced there to the extraordinarily beneficial effects that citrus juice could have on the health of sailors. The British sailors were known as ‘limeys’ for the very reason that they drank citrus juice drinks. Nelson would sip lemonade as he died. But Gravina ignored the advice. It was not what the Spaniards did. Lime and lemon juice was never introduced to the Spanish fleet and scurvy continued its wild career among their sad, impoverished crews.
There was one final element in Spanish naval tradition that would on the day secure their defeat. The navy itself, despite playing the essential role in the creation and maintenance of the Spanish overseas empire, on whose income the Spanish state itself relied, was not regarded, as it was in England, as ‘the first service’. The theatre in which true nobility in Spanish arms could be enacted was on land. Seamanship, the handling and running of a ship, was considered secondary to the fighting that could be done once the sailors had manoeuvred the warriors into position. The captain of a Spanish ship did not concern himself with sailing matters. That was the business of a junior officer, the pilot, to whom all aspects of seamanship were delegated. The captain was in charge of the soldiers on board, of whom there were inordinate numbers. As a result, the Spanish men-of-war at Trafalgar were not ships but floating fortresses, castles in transit, commanded by a clique of officers for whom victory might have been preferable but who considered nothing more honourable than an exceptionally