which Brest is approached. They were those of the long-expected convoy. Admiral Van Stabel, fearing to find a hostile fleet before the usual and safer entrance, had steered for the Penmarcks, a rocky promontory thirty miles south of the port, and thence for the Raz de Sein. On the same day that Van Stabel made the land Montagu anchored in Plymouth. Two days later, June 14, the convoy and the remnant of Villaret's squadron entered Brest together. Thus ended the cruise, which was marked, indeed, by a great naval disaster, but had insured the principal object for which it was undertaken.
CHAPTER VI.
The Year 1794 in the Atlantic and on the Continent.
WHILE the British ships engaged on the 1st of June were refitting, Admiral Cornwallis, on the 22d of the month, sailed in command of Montagu's division for a cruise to the westward, from which he returned to port on the 8th of July. With this short exception, both the Channel and the Bay of Biscay were left unguarded until the 3d of September, when Howe again sailed with thirty-four ships-of-the-line, five of which were Portuguese, returning on the 21st to Torbay after a tempestuous cruise. The fleet remained in port until November 8, when the "Canada" seventy-four arrived with the news that her consort, the "Alexander," of similar force, had been captured two hundred miles west of Ushant by a French division of five ships-of-the-line, from which she herself had escaped by better sailing. The British at once put to sea, but, it is needless to say, failed to find the French ships, which had cruised with impunity during their absence; and on the 29th the fleet anchored again at Spithead, a station so far to the eastward as to indicate little expectation of interfering with any of the operations of the enemy from Brest. There accordingly it remained until the 14th of the following February. The protection of commerce was entrusted to squadrons of frigates, whose young and enterprising commanders did much service by capturing or dispersing the French forces of a similar character.
The Committee of Public Safety determined to use the opportunity which was permitted them by the diligent care of the British admiral to economize his fleet. There were, at this time, in Brest and the other Biscay ports as many as forty-six ships-of-the-line, either afloat or building; whereas in the Mediterranean, in consequence of the disaster at Toulon, there were only fifteen. The Committee therefore decided to send six ships round, and Villaret Joyeuse was directed to sail with the entire Brest fleet, thirty-five in all, for the purpose of escorting this division clear of the Bay of Biscay; after which he was to cruise for a fortnight against British commerce. The destitution of the Brest arsenal, however, still continued; for, with the enemy's command of the Channel, the naval stores of the Baltic could reach Brest only by going north of the British islands, and then running the risk of capture in the Atlantic by hostile cruisers. There had therefore been great difficulty in repairing the injuries received in the actions with Lord Howe, as well as in equipping the ships not then engaged. When the orders were received, vivid remonstrances were made, and the condition of the vessels fully represented to the Committee as being entirely unfit for a winter's cruise. Many masts wounded in the battle could not be replaced, the rigging was in bad condition, the crews were untrained. Several of the ships it was proposed to send were old and worn out; and so great was the dearth of provisions that only those for Toulon received enough for some months, the others for no more than four weeks.
Robespierre had fallen five months before, and the Reign of Terror was now over; but the Committee were still unaccustomed to admit objections, and did not find in their limited knowledge of sea matters any reason for recalling orders once given. On the 24th of December, 1794, the fleet began to leave Brest, and, in so doing, one of the largest, of one hundred and ten guns, was wrecked on a rock in the entrance. On the 29th the remaining thirty-four had cleared the harbor and anchored in the road outside, whence they sailed on the 30th. On the night of January 1, 1795, a furious gale sprang up, followed by a spell of violent weather. Two eighty-gun ships and a seventy-four foundered, the crews being with difficulty saved. Two yet larger, of one hundred and ten guns, had seven feet of water in the hold and would have been lost had the storm lasted for twenty-four hours longer. Another seventy-four had to be run on the coast to save the lives of her people. In the midst of these difficulties, which caused the separation of the fleet, it was necessary to transfer provisions from the Toulon division to the other ships, an herculean undertaking, but imperative to keep the latter from starving. On the 2d of February the greater part of the survivors again reached Brest; but some had to scatter to other ports as the weather permitted. The Toulon ships returned with the rest. This mid-winter cruise had cost the republic five ships-of-the-line; it brought in one British corvette and seventy merchantmen as prizes.
The stars, or rather the winds, in their courses had fought for Great Britain; but in no wise did she owe anything to her own efforts. Not till the 14th of February did the Channel fleet put to sea, nearly a fortnight after the French had returned to Brest. Whatever may be said of the inexpediency of exposing the heavy ships to winter weather, it seems clear that the opposite system left the enemy at perfect liberty to combine his movements; and that there was little likelihood of these being made known to the commander-in-chief in Torbay soon enough for him to follow efficaciously. Howe himself felt this, and, from instructions issued by him to Sir James Saumarez on the 15th of January, it would appear that this escape of the French roused him for a moment to contemplate the close watch off Brest, afterwards practised by Jervis and Cornwallis. [97] This was the last occasion on which the veteran admiral actually went to sea in command of a fleet; although, from an apparent reluctance to try new men, the government insisted upon his exercising a nominal charge from quarters on shore. He was now in his seventieth year and suffering from many infirmities. The command afloat devolved upon a man not much younger, Lord Bridport, one of the naval family of Hood, but whose career does not bear the impress of great ability which distinguished so many of its members. Immediately before this, general dissatisfaction had caused a change in the Admiralty, over which, since 1788, had presided Pitt's elder brother, the Earl of Chatham. He was succeeded, in December, 1794, by Earl Spencer, a more vigorous and efficient man, who remained First Lord until the fall of Pitt's administration in 1801.
The new head, however, did not make any substantial variation of system, calculated to frustrate the enemy's naval combinations by the strategic dispositions of the British fleet. More activity was displayed by keeping a small squadron of half a dozen ships-of-the-line constantly cruising in the soundings and to the westward, and the great Channel fleet was more continuously at sea during the summer months; but the close blockade of Brest was not attempted, nor was Bridport the man to persuade the government to the measures afterwards so vigorously, and in the main successfully, carried out by Lord St. Vincent, both as successor to Bridport in the Channel fleet and subsequently as First Lord of the Admiralty. To this faulty policy contributed not a little the system of telegraphs, adopted in 1795, by which communications were quickly transmitted from height to height between London and Portsmouth. This great improvement unfortunately confirmed the tendency of the Admiralty to keep the Channel fleet at the latter point, regardless of the obvious, but unappreciated, strategic disadvantage of a position so far east of Brest, with winds prevailing from the western quarters. To have the commander-in-chief just there, under their own hand, to receive orders from them, seemed much safer than to put him and his fleet in a central position whence he could most certainly intercept or most rapidly follow the enemy, and then to trust to the judgment of a trained and competent sea-officer to act as the emergency required. The plan came near resulting very disastrously when the French attempted to invade Ireland; and would have done so, had not the elements again interfered to remedy the absence of the British fleet. "If," says Osler in his life of Lord Exmouth, [98] from whom he probably received the idea, "if Lord Bridport (in 1796) had been waiting at Falmouth, with discretional powers, Sir Edward Pellew having been instructed to communicate directly with him, he might have sailed early on December 21st" (Pellew reached Falmouth from before Brest on the 20th) "and found the enemy in Bantry Bay, when perhaps not a ship would have escaped him. It is, however, to be remembered that, as the destination of the French armament was unknown to the last, the Admiralty might very properly determine that he should receive his final instructions