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American Negro Slavery. Ulrich Bonnell Phillips
Читать онлайн.Название American Negro Slavery
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isbn 4057664098917
Автор произведения Ulrich Bonnell Phillips
Жанр Языкознание
Издательство Bookwire
The bursting of the South Sea bubble in 1720 shifted the bulk of the separate trading from London to the rival city of Bristol. But the removal of the duties in 1730 brought the previously unimportant port of Liverpool into the field with such vigor that ere long she had the larger half of all the English slave trade. Her merchants prospered by their necessary parsimony. The wages they paid were the lowest, and the commissions and extra allowances they gave in their early years were nil.[23] By 1753 her ships in the slave traffic numbered eighty-seven, totaling about eight thousand tons burthen and rated to carry some twenty-five thousand slaves. Eight of these vessels were trading on the Gambia, thirty-eight on the Gold and Slave Coasts, five at Benin, three at New Calabar, twelve at Bonny, eleven at Old Calabar, and ten in Angola.[24] For the year 1771 the number of slavers bound from Liverpool was reported at one hundred and seven with a capacity of 29,250 negroes, while fifty-eight went from London rated to carry 8,136, twenty-five from Bristol to carry 8,810, and five from Lancaster with room for 950. Of this total of 195 ships 43 traded in Senegambia, 29 on the Gold Coast, 56 on the Slave Coast, 63 in the bights of Benin and Biafra, and 4 in Angola. In addition there were sixty or seventy slavers from North America and the West Indies, and these were yearly increasing.[25] By 1801 the Liverpool ships had increased to 150, with capacity for 52,557 slaves according to the reduced rating of five slaves to three tons of burthen as required by the parliamentary act of 1788. About half of these traded in the Gulf of Guinea, and half in the ports of Angola.[26] The trade in American vessels, particularly those of New England, was also large. The career of the town of Newport in fact was a small scale replied of Liverpool's. But acceptable statistics of the American ships are lacking.
[Footnote 21: Francis Moore, Travels in Africa, pp. 69, 202–203.]
[Footnote 22: Gomer Williams, History of the Liverpool Privateers, with an Account of the Liverpool Slave Trade (London, 1897), pp. 563, 564.]
[Footnote 23: Ibid., p. 471, quoting A General and Descriptive History of Liverpool (1795).]
[Footnote 24: Ibid., p. 472 and appendix 7.]
[Footnote 25: Edward Long, History of Jamaica (London, 1774), p. 492 note.]
[Footnote 26: Corner Williams, Appendix 13.]
The ship captains in addition to their salaries generally received commissions of "4 in 104," on the gross sales, and also had the privilege of buying, transporting and selling specified numbers of slaves on their private account. When surgeons were carried they also were allowed commissions and privileges at a smaller rate, and "privileges" were often allowed the mates likewise. The captains generally carried more or less definite instructions. Ambrose Lace, for example, master of the Liverpool ship Marquis of Granby bound in 1762 for Old Calabar, was ordered to combine with any other ships on the river to keep down rates, to buy 550 young and healthy slaves and such ivory as his surplus cargo would purchase, and to guard against fire, fever and attack. When laden he was to carry the slaves to agents in the West Indies, and thence bring home according to opportunity sugar, cotton, coffee, pimento, mahogany and rum, and the balance of the slave cargo proceeds in bills of exchange.[27] Simeon Potter, master of a Rhode Island slaver about the same time, was instructed by his owners: "Make yr Cheaf Trade with The Blacks and little or none with the white people if possible to be avoided. Worter yr Rum as much as possible and sell as much by the short mesuer as you can." And again: "Order them in the Bots to worter thear Rum, as the proof will Rise by the Rum Standing in ye Son."[28] As to the care of the slave cargo a Massachusetts captain was instructed in 1785 as follows: "No people require more kind and tender treatment: to exhilarate their spirits than the Africans; and while on the one hand you are attentive to this, remember that on the other hand too much circumspection cannot be observed by yourself and people to prevent their taking advantage of such treatment by insurrection, etc. When you consider that on the health of your slaves almost your whole voyage depends—for all other risques but mortality, seizures and bad debts the underwriters are accountable for—you will therefore particularly attend to smoking your vessel, washing her with vinegar, to the clarifying your water with lime or brimstone, and to cleanliness among your own people as well as among the slaves."[29]
[Footnote 27: Ibid., pp. 486–489.]
[Footnote 28: W.B. Weeden, Economic and Social History of New England (Boston [1890]), II, 465.]
[Footnote 29: G.H. Moore, Notes on the History of Slavery in Massachusetts (New York, 1866), pp. 66, 67, citing J.O. Felt, Annals of Salem, 2d ed., II, 289, 290.]
Ships were frequently delayed for many months on the pestilent coast, for after buying their licenses in one kingdom and finding trade slack there they could ill afford to sail for another on the uncertain chance of a more speedy supply. Sometimes when weary of higgling the market, they tried persuasion by force of arms; but in some instances as at Bonny, in 1757,[30] this resulted in the victory of the natives and the destruction of the ships. In general the captains and their owners appreciated the necessity of patience, expensive and even deadly as that might prove to be.
[Footnote 30: Gomer Williams, pp. 481, 482.]
The chiefs were eager to foster trade and cultivate good will, for it brought them pompous trappings as well as useful goods. "Grandy King George" of Old Calabar, for example, asked of his friend Captain Lace a mirror six feet square, an arm chair "for my salf to sat in," a gold mounted cane, a red and a blue coat with gold lace, a case of razors, pewter plates, brass flagons, knives and forks, bullet and cannon-ball molds, and sailcloth for his canoes, along with many other things for use in trade.[31]
[Footnote 31: Ibid., pp. 545–547.]
The typical New England ship for the slave trade was a sloop, schooner or barkentine of about fifty tons burthen, which when engaged in ordinary freighting would have but a single deck. For a slaving voyage a second flooring was laid some three feet below the regular deck, the space between forming the slave quarters. Such a vessel was handled by a captain, two mates, and from three to six men and boys. It is curious that a vessel of this type, with capacity in the hold for from 100 to 120 hogsheads of rum was reckoned by the Rhode Islanders to be "full bigg for dispatch,"[32] while among the Liverpool slave traders such a ship when offered for sale could not find a purchaser.[33] The reason seems to have been that dry-goods and sundries required much more cargo space for the same value than did rum.
[Footnote 32: Massachusetts Historical Society, Collections, LXIX, 524.]
[Footnote 33: Ibid., 500.]
The English vessels were generally twice as great of burthen and with twice the height in their 'tween decks. But this did not mean that the slaves could stand erect in their quarters except along the center line; for when full cargoes were expected platforms of six or eight feet in width were laid on each side, halving the 'tween deck height and nearly doubling the floor space on which the slaves were to be stowed. Whatever the size of the ship, it loaded slaves if it could get them to the limit of its capacity. Bosnian tersely said, "they lie as close together as it is possible to be crowded."[34] The women's room was divided from the men's by a bulkhead, and in time of need the captain's cabin might be converted into a hospital.
[Footnote 34: Bosnian's Guinea, in Pinkerton's Voyages, XVI, 490.]
While the ship was taking on slaves and African provisions and