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 founded his celebrated work on the General History of the Science and Practice of Music, in 5 vols. (republished in 2 vols., 1876). It was brought out in 1776, the same year which witnessed the appearance of the first volume of Burney’s work on the same subject. The relative merits of the two works were eagerly discussed by contemporary critics. Burney no doubt is infinitely superior as a literary man, and his work accordingly comes much nearer the idea of a systematic treatise on the subject than Hawkins’s, which is essentially a collection of rare and valuable pieces of music with a more or less continuous commentary. But by rescuing these from oblivion Hawkins has given a permanent value to his work. Of Hawkins’s literary efforts apart from music it will be sufficient to mention his occasional contributions to the Gentleman’s Magazine, his edition (1760) of the Complete Angler (1787) and his biography of Dr Johnson, with whom he was intimately acquainted. He was one of the original members of the Ivy Lane Club, and ultimately became one of Dr Johnson’s executors. If there were any doubt as to his intimacy with Johnson, it would be settled by the slighting way in which Boswell refers to him. Speaking of the Ivy Lane Club, he mentions amongst the members “Mr John Hawkins, an attorney,” and adds the following footnote, which at the same time may serve as a summary of the remaining facts of Hawkins’s life: “He was for several years chairman of the Middlesex justices, and upon presenting an address to the king accepted the usual offer of knighthood (1772). He is the author of a History of Music in five volumes in quarto. By assiduous attendance upon Johnson in his last illness he obtained the office of one of his executors—in consequence of which the booksellers of London employed him to publish an edition of Dr Johnson’s works and to write his life.” Sir John Hawkins died on the 21st of May 1789, and was buried in the cloisters of Westminster Abbey.

HAWKINS, or, SIR RICHARD (c. 1562–1622), British seaman, was the only son of (q.v.) by his first marriage. He was from his earliest days familiar with ships and the sea, and in 1582 he accompanied his uncle, William Hawkins, to the West Indies. In 1585 he was captain of a galliot in Drake’s expedition to the Spanish main, in 1588 he commanded a queen’s ship against the Armada, and in 1590 served with his father’s expedition to the coast of Portugal. In 1593 he purchased the “Dainty,” a ship originally built for his father and used by him in his expeditions, and sailed for the West Indies, the Spanish main and the South Seas. It seems clear that his project was to prey on the oversea possessions of the king of Spain. Hawkins, however, in an account of the voyage written thirty years afterwards, maintained, and by that time perhaps had really persuaded himself, that his expedition was undertaken purely for the purpose of geographical discovery. After visiting the coast of Brazil, the “Dainty” passed through the Straits of Magellan, and in due course reached Valparaiso. Having plundered the town, Hawkins pushed north, and in June 1594, a year after leaving Plymouth, arrived in the bay of San Mateo. Here the “Dainty” was attacked by two Spanish ships. Hawkins was hopelessly outmatched, but defended himself with great courage. At last, when he himself had been severely wounded, many of his men killed, and the “Dainty” was nearly sinking, he surrendered on the promise of a safe-conduct out of the country for himself and his crew. Through no fault of the Spanish commander this promise was not kept. In 1597 Hawkins was sent to Spain, and imprisoned first at Seville and subsequently at Madrid. He was released in 1602, and, returning to England, was knighted in 1603. In 1604 he became member of parliament for Plymouth and vice-admiral of Devon, a post which, as the coast was swarming with pirates, was no sinecure. In 1620–1621 he was vice-admiral, under Sir Robert Mansell, of the fleet sent into the Mediterranean to reduce the Algerian corsairs. He died in London on the 17th of April 1622.

See his Observations in his Voiage into the South Sea (1622), republished by the Hakluyt Society.

 HAWKS, FRANCIS LISTER (1798–1866), American clergyman, was born at Newbern, North Carolina, on the 10th of June 1798, and graduated at the university of his native state in 1815. After practising law with some distinction he entered the Episcopalian ministry in 1827 and proved a brilliant and impressive preacher, holding livings in New Haven, Philadelphia, New York and New Orleans, and declining several bishoprics. On his appointment as historiographer of his church in 1835, he went to England, and collected the abundant materials afterwards utilized in his Contributions to the Ecclesiastical History of U.S.A. (New York, 1836–1839). These two volumes dealt with Maryland and Virginia, while two later ones (1863–1864) were devoted to Connecticut. He was the first president of the university of Louisiana (now merged in Tulane). He died in New York on the 26th of September 1866.

HAWKSHAW, SIR JOHN (1811–1891), English engineer, was born in Yorkshire in 1811, and was educated at Leeds grammar school. Before he was twenty-one he had been engaged for six or seven years in railway engineering and the construction of roads in his native county, and in the year of his majority he obtained an appointment as engineer to the Bolivar Mining Association in Venezuela. But the climate there was more than his health could stand, and in 1834 he was obliged to return to England. He soon obtained employment under Jesse Hartley at the Liverpool docks, and subsequently was made engineer in charge of the railway and navigation works of the Manchester, Bury and Bolton Canal Company. In 1845 he became chief engineer to the Manchester & Leeds railway, and in 1847 to its successor, the Lancashire & Yorkshire railway, for which he constructed a large number of branch lines. In 1850 he removed to London and began to practise as a consulting engineer, at first alone, but subsequently in partnership with Harrison Hayter. In that capacity his work was of an extremely varied nature, embracing almost every branch of engineering. He retained his connexion with the Lancashire & Yorkshire Company until his retirement from professional work in 1888, and was consulted on all the important engineering points that affected it in that long period. In London he was responsible for the Charing Cross and Cannon Street railways, together with the two bridges which carried them over the Thames; he was engineer of the East London railway, which passes under the Thames through Sir M. I. Brunel’s well-known tunnel; and jointly with Sir J. Wolfe Barry he constructed the section of the Underground railway which completed the “inner circle” between the Aldgate and Mansion House stations. In addition, many railway works claimed his attention in all parts of the world—Germany, Russia, India, Mauritius, &c. One noteworthy point in his railway practice was his advocacy, in opposition to Robert Stephenson, of steeper gradients than had previously been thought desirable or possible, and so far back as 1838 he expressed decided disapproval of the maintenance of the broad gauge on the Great Western, because of the troubles he foresaw it would lead to in connexion with future railway extension, and because he objected in general to breaks of gauge in the lines of a country. The construction of canals was another branch of engineering in which he was actively engaged. In 1862 he became engineer of the Amsterdam ship-canal, and in the succeeding year he may fairly be said to have been the saviour of the Suez Canal. About that time the scheme was in very bad odour, and the khedive determined to get the opinion of an English engineer as to its practicability, having made up his mind to stop the works if that opinion was unfavourable. Hawkshaw was chosen to make the inquiry, and it was because his report was entirely favourable that M. de Lesseps was able to say at the opening ceremony that to him he owed the canal. As a member of the International Congress which considered the construction of an interoceanic canal across central America, he thought best of the Nicaraguan route, and privately he regarded the Panama scheme as impracticable at a reasonable cost, although publicly he expressed no opinion on the matter and left the Congress without voting. Sir John Hawkshaw also had a wide experience in constructing harbours (e.g. Holyhead) and docks (e.g. Penarth, the Albert Dock at Hull, and the south dock of the East and West India Docks in London), in river-engineering, in drainage and sewerage, 