given, in the language of Froissart, 'le roi d'Angleterre et ses gens moult à faire.' This was the memorable battle called 'Les Espagnols sur Mer.' It was the first naval action with the Spaniards and the second decisive victory won by an English fleet in the Channel. It is sometimes imagined that the great change which has taken place in the range and power of naval artillery has made it impossible for ships now to come close together. I cannot see the force of this argument. The artillery used by Hawke in Quiberon Bay was a far greater change from the bows and arrows of the time of King Edward III. than the guns now in use are from those of the days of Hawke and Nelson. Conditions of the atmosphere must always interfere with the range of artillery, and during a battle at night the modern battleships may come as close to each other as vessels have ever done in the history of naval warfare.

It would be well in view of the interest taken in the Navy for all Englishmen to ponder on the principles which always did and always will govern strategy and tactics. It is also important, though much more difficult, owing to want of opportunity, to realise the life of the sailor and how the day is spent on a man-o'war. I had an exceptionally good opportunity of studying that life when taking a cruise with the Channel Fleet as the guest of Lord Charles Beresford, the Commander-in-Chief. As a personal friend of that distinguished officer I refrain from making any comment on the recent ungenerous attacks upon him. I will merely remark that they wanted finish. Those insinuations have had the effect of increasing the number of his friends, and however much it may have served the ends of paltry official jealousy to create a skeleton force like the Home Fleet for the purpose of diminishing the sphere of influence of a commander so gifted and popular as Lord Charles Beresford, such conduct has the sure and certain tendency to recall to the mind of the country whose interests are betrayed the splendid services of that distinguished Irishman.

I joined the Channel Fleet at Berehaven on March 14, and soon had a striking illustration of the discipline and spirit of the fleet. General leave had been given to the Irish sailors. Before quitting their respective ships the Commander-in-Chief made a signal appealing to them to be back on the 17th, although it was St. Patrick's Day. Between three and four hundred Irish sailors then left the fleet and went all over the country, some of them going as far as Dublin, and even Belfast and Londonderry. On the

evening of the 17th it was reported to the Commander-in-Chief that there was not a single leave-breaker amongst them. This punctual return is a striking illustration of what Irishmen are worth when under proper discipline and sympathetic leadership.

An amusing but perhaps less creditable side of the Irish character came under my notice about the same time, and is typical perhaps of more than one so-called Irish grievance. Before leaving Berehaven, guns and marines were one day landed from the Fleet. While on shore to see the exercise I met a man who had a farm running down to the water's edge. He had sold a so-called field or two to the Government and had obtained a very handsome price. The land, which was chiefly heather, bog and stone, had been reclaimed by the Government and turned into a recreation ground for the sailors of the fleets. The former proprietor and owner of the adjacent farm was appointed caretaker with a very adequate salary. He gave himself the airs, however, of an ill-used individual, and half considered himself an evicted tenant, and one of the 'wounded soldiers' of the agrarian war who ought to be handed back the barren land which he had sold at an almost exorbitant price.

On March 18 at four o'clock in the afternoon the fleet put out to sea. The frowning coast of Western Ireland in wild weather has often been described. That afternoon it looked particularly desolate and melancholy. Dursey Island appeared specially dreary and forbidding. I looked at it with peculiar interest on account of its connexion with a friend of mine, an agent, who had a very sinister experience there a couple of years ago. He had gone in very rough weather to fulfil his duties on the island. The boat which landed him went away. As he would not acknowledge the extravagant claims made by the islanders they assumed a very menacing attitude, and refused to provide a boat for his return. My friend made a signal to a passing ship, which at once launched a boat in answer. But as it approached the shore volleys of stones were hurled at it from the cliff. The crew that manned it were evidently not remarkable for courage, for they feared to approach the land, and returned to their ship. The position of my friend was critical. It was winter time, night was coming on, and a high, cold wind was blowing over the island. As the dusk was fading into darkness a steamer appeared, and in answer to shouting and signals, lowered a boat. This time as the boat approached the shore my friend and his companion jumped into the sea, They were

fortunately not hit by any of the larger stones which were hurled at them, and reached the boat in safety. Had they failed to make good their escape, even if they had not been subjected to personal violence the consequences to men not exactly in the bloom of youth of passing a boisterous and rainy night exposed to an Atlantic storm might have had fatal consequences.

As the fleet got out into the Atlantic the weather became clear and there was a bright moon. The manœuvres that night were performed with lights out, but their interest was somewhat lessened by the clearness of the night. The majestic appearance, however, and ordered lines of the fleet made an impression which will not easily be effaced.

The next morning we were far out in the Atlantic, and I then gained my first acquaintance with the working of the fleet at sea. It is always the custom of Lord Charles Beresford to entrust the charge of the fleet for manœuvres in the forenoon to one of the admirals or captains under his command. On this occasion it was in the hands of Rear-Admiral Sir Percy Scott. I mention this fact as showing how unfounded were the insinuations that the personal relations between the Commander-in-Chief of the Channel Fleet and his subordinate in any way interfered, as far as Lord Charles Beresford was concerned, with the efficient training of the fleet. In the afternoon the Commander-in-Chief himself took control of the fleet, but each vessel was under the command of a lieutenant. The captain and the navigating officer in each case stood by him, but were forbidden to offer any help or assist him in the management of the ship, except in case of danger. The consequence of this method is that every captain has occasionally to command the whole fleet, and lieutenants acquire a sense of responsibility and learn how to manage a ship. Thus the fleet under Lord Charles Beresford has become what naval officers of high position have desired so long, a great school of strategy and tactics.

A very interesting experience was also afforded by seeing what deadly work a fleet of destroyers could accomplish in a very short time among battleships. Fifteen destroyers, under Captain Cowan of the Sapphire, had been sent out some 500 miles in the Atlantic with instructions to find the battleships which were to be within a certain large area. One evening the whole fleet of the destroyers appeared on the horizon just out of range. They gradually closed in, and gathered round the battleships after dark. When they first

appeared the Commander-in-Chief had sent half the squadron away. About nine o'clock the destroyers closed in. The showing of a certain number of lights indicated the discharge of a torpedo. The destroyers had succeeded in coming so near the battleships that the torpedoes could not have missed, and in a very short time every man-o'-war in the division, with the single exception of the flagship, was put out of action. No doubt if it had been real war the Commander-in-Chief might have been able to resist the destroyers if he had called to his assistance the cruiser squadron, but the object lesson all the same was most interesting, as showing the helplessness of great battleships when exposed to an attack by destroyers resolutely driven home. The wide range of a battleship's gun is plainly of no great advantage in the dark or in a grey mist, those favourable opportunities of attack which an intelligent enemy will always seize.

Wireless telegraphy was a matter to me of astonishment and interest. I was standing one day on the bridge next the Commander-in-Chief, and heard him give an order to the Vice-Admiral who was some three hundred miles away in the Atlantic, to be at a certain point at ten o'clock the next day. In an incredibly short space of time an answer came. The next morning to the very minute the Vice-Admiral and his ships were at the rendezvous. I had also one night a striking object lesson showing how a great fleet is controlled by night. The Commander-in-Chief had told me confidentially to be on the bridge shortly after midnight. I took the hint. The majestic fleet lay hidden in darkness. I might have been standing, for all evidence to the contrary, on board some lonely sentinel keeping watch in a desert sea. Suddenly Lord Charles Beresford appeared on the bridge. The order was given and the lights flashed) forth as if in response to a magic touch from the flagship. I saw the brilliant outline of that majestic fleet as it were a city on the inconstant billows dancing.' Never shall I forget that swift and silent answer to the unspoken word of command, which proved how even in the darkness and dead vast and middle of the night every unit of the fleet was pulsating

to a common centre.

The scenery I had the privilege of contemplating was splendid beyond words. I doubt whether anyone who has not approached it from the sea can appreciate the beauties of the coast of Scotland. One evening the fleet steamed out from Invergordon in single line, miles of course in length, moving due east during

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a glorious sunset. It was a sight never to be forgotten, and would have been a splendid subject to inspire the genius of Turner. But I think that the most beautiful and striking spectacle of all was presented to my eyes as we were coming through the Pentland Firth into the North Sea. A black, inky cloud hung over Scotland. To the north the sky was cold and clear, while in the west the after-glow of the sunset made the firmament on the horizon appear like beaten gold. The fleet was in single line, and as one stood on the bridge of the Admiral's flagship the rearmost ships seemed to be emerging from that sea of gold, whilst in front, almost over the bow of the King Edward, was a most perfect double rainbow. Thus it seemed that we were entering the North Sea under a triumphal arch. Lord Charles Beresford, however, had his thoughts far from the beauties of this gorgeous scene. He was intent on the march of the fleet through that dangerous passage, for when at last the flagship had safely turned Duncansby Head he came to me on the bridge, and made the very confidential remark, 'Now I don't care two straws for any human being.' A day or two afterwards we reached Queensferry. The place was to me interesting as the scene of the opening chapter in the 'Antiquary,' and I tried to find the site of the 'laigh shop' where Mrs. Macleuchar ruled. My visit to the fleet terminated at Queensferry. I had enjoyed some weeks of quite novel experiences and had passed one of the most pleasant episodes of my life, having been treated by all the officers on board the King Edward, from the Chief of the Staff and the Flag-Captain to the youngest midshipman, with a kindness and consideration I shall never forget.