412 



NAVIGATION LAWS 



NAVY 



ami tlie foot |>lnc?<l in a large, soft, hoi |iultice, 

 changed every few hours. I-axative medicine ami 

 limn mashes should IN- mdcicd, ami a mil bed 

 made with nl. I Kluirt lit icr. After a few days, and 

 when the heat nnil tenderness aluite, cold applica- 

 tions should supersede the hot; ami after another 

 week a blister may lie applied round tin- coionet, 

 and the animal placed for two month- in a good 

 yard or in a grass lield, if the ground he ~oti ami 

 inoi8t; or, if silHiciently Miong. at slow farm-work 

 mi soft land. l>i\i-ion i >f tin- ncivc going t4i tin- 

 foot removes sensat ion ami DOBMqMtlNV lameness, 

 and hence i- useful in relie\ -ing animals intended 

 for slow work. The operation, however, i> not to 

 be recommended where fast work is renuired, for 

 the animal, insensible to pain, uses the limb as if 

 nothing were amiss, and the disease rapidly becomes 

 worse. Navioular disease is very often due to 

 hereditary taint ; hence horses suffering from it 

 should never lie used for breeding purposes. 



Navigation Laws. The importance of the 

 early maritime codes in developing International 

 Law is indicated in that article. Laws restricting 

 foreign trade and supposed to lie in favour of native 

 commerce and shipping are of very ancielft date. 

 Thus, in England, by a statute of Richard II., in 

 order to augment the navy of England, it was 

 ordained that none of the lieges should ship any 

 merchandise out of the realm except in native ships, 

 though the statute was soon evaded and seldom 

 followed. At length in 1050 an act was passed 

 with a view to stop the gainful trade of the I Mitch. 

 It prohibited all ships of foreign nations from 

 trailing with any English plantation without a 

 license from the Council or State. In 1651 the 

 prohibition was extended to the mother-country, 

 and no goods were suffered to IK- imported into 

 bglud or any of its dependencies in any other 

 than English bottoms, or in the ships of that Euro- 

 pean nation of which the merchandise was the 

 genuine growth or manufacture. At the Restora- 

 tion these enactments were repeated and continued 

 by the Navigation Act ( 12 Char. II. chap. 18), with 

 the further addition that the master and three- 

 fourths of the mariners should also be British 

 subjects. The object of this act was to encourage 

 British shipping, and was long believed to l>e wise 

 and salutary. Adam Smith, however, perceived 

 that the act was not favourable to foreign com- 

 merce or to opulence, and it was only on the 

 ground that defence was more important than 

 opulence that he said it was ' perhaps the wisest 

 of all the commercial regulation* of England.' 

 In 1X26 the statute 4 Geo. IV. chap. 41 repealed 

 the Navigation Act, and established a new system 

 of regulations, which were further varied by sub- 

 sequent statutes, till, under the influence of the 

 free-trade .doctrines, new statutes were passed 

 which reversed the ancient policy. It was not, 

 however, till 1854 that the English coasting trade- 

 was thrown open to foreign vessels. In the Unii',1 

 States the coasting trade is reserved exclusively to 

 American vessels. As regards those laws of n'a\i 

 gat ion which ailed the property and management. 

 of ships, a complete code of regulations is contained 

 in the .Merchant Shipping Acts (i|.v.). Hn navi- 

 gation, we CKiKiKAiMiv, LATITUDE and LoNoi- 

 IT i IK. GKKAT CIKCI.K S.vii.iN.;. fto.) and the 

 handbooks by Inman, Norie, Merrilield, Rosser, 

 and Itaper. 



Navigators' Islands. See SAMOA. 



Navy. The ancient method of naval warfare 

 consisted in great part in the driving of beaked 

 vessels against each other; and therefore skill and 

 ity in nianii-nvring. so as to strike the enemy 

 at the greatest disadvantage, were of the utmost 

 importance. The victory thus usually remained 



with the liest sailor. These vessels were propelled 

 by oars, which were arranged in one, two, or three 

 Uinks, according to si/.e of shin ; the oars were 

 manned by men sitting or standing on platforms 

 arranged aliove each oilier according to the number 

 of banks; those with three banks of oars were called 

 triremes. The earliest powers having ellicient 

 fleets appear to have lieen the I'lui-nicians. Cartha- 

 ginians. I'eisiaiis, and Creeks; the Creeks had 

 fleets as early ,-i> the beginning of the 7th century 

 B.C. the first sea-fight on record licinc that be- 

 tween the Corinthians and their colonists of 

 Corcvra, 604 B.C. The earliest great battle in 

 which tactics appear t<i have distinctly l-cen opposed 

 to superior force, and with success, was that of 

 Salami* (480 B.C.), where ThemiKtocles, taking 

 advantage of the narrows, forced the Persian licet 

 of Xerxes to combat in such a manner that their 

 line of battle hut little exceeded in length the line 

 of the much inferior Athenian licet, The largest 

 triremes in the Persian fleet were manned by 200 

 rowers and 30 fighting men ; there were 1200 tri- 

 remes and 3000 smaller vessels, while the Greek 

 fleet consisted of 366 triremes only, with a certain 

 proportion of smaller vessels, yet they succeeded 

 in inflicting a crushing defeat on tlie Persians. 

 The Peloponnesian war, where 'Greek met Creek,' 

 tended much to develop the art of naval warfare. 

 Hut the destruction of the Athenian maritime power 

 in the Syracusan expedition of 414 B.C. left Carthage 

 mistress of the Mediterranean. The Roman power, 

 however, gradually asserted itself, and after two 

 centuries became omnipotent by the destine) ion of 

 Carthage. Kor several follow ing centuries the only 

 sea-fights were occasioned by the civil wars of the 

 Remain the greatest that of Actium (<i.v.) in 

 31 B.C. Towards the close of the empire the 

 .-\Mein of lighting with )K>inted prows had been 

 discontinued in favour of that which had always 

 co existed viz. the running alongside and lioard- 

 ing by armed men, with whom each vessel was 

 crowded. Onagers, ballistic. \c. were ultimately 

 carried in the shi|> and used as artillery- ; but I hey 

 were little relied on, and it was usual, after a dis- 

 charge of arrows and javelins, to come to close 

 quarters. A sea-fight was therefore a hand-to-hand 

 struggle on a floating base, in which the vanquished 

 were almost certainly drowned or slain. 



The northern invaders of the empire, and sub- 

 sequently the Moors, seem to have introduced 

 swift-sailing Galleys (q.v.), warring both in small 

 squadrons and singly, and ravaging all civil 

 coasts for plunder ami slaves. Thi. the break-up 

 of the empire was the era of piracy, when every 

 nation which had more to win than lose by free- 

 Imiiting sent out it* cruisers. Foremost for daring 

 and seamanship were the Norsemen, who pene- 

 trated in every direction from the Bosporus to New- 

 foundland. C\ -bination being the only security 

 against these marauders, the meiliiev'ah navies 

 gradually sprang up ; the most conspicuous being, 

 in the Meiliteiiancaii. those of Venice, Genoa, 

 Pisa, Aragon, the Knights of Malta, and the 

 Turks; and on the Atlantic seaboard, England 

 ami 1'Vance. 



Hfer/i'i'i-n/ AViii'w. In the Mediterranean, towards 

 the middle of the llilh century, so powerful and so 

 threatening had the Turkish fleet become that, 

 after the Knights Hospitallers had lieen driven out 

 of Khodcx by the Sultan Solvman I. in the year 

 1523, a combination of the Christian powers "was 

 forme.] for self-defence ; but it was not until the 

 year 1671 that the celebrated battle of Lepanto was 

 fought, which broke temporarily the naval power 

 of the Turks. The Christian fleet was composed 

 of Venetian, Genoese, Spanish, and papal ships, 

 under the command of Don John of Austria, with 

 six Maltese galleys, and mustered over 200 vessels, 



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