If A Pirate I Must Be…
The True Story of 'Black Bart,' King of the Caribbean Pirates
Richard Sanders
Copyright © 2007 by Richard Sanders
All Rights Reserved. No part of this book may be reproduced in any manner without the express written consent of the publisher, except in the case of brief excerpts in critical reviews or articles. All inquiries should be addressed to: Skyhorse Publishing, 555 Eighth Avenue, Suite 903, New York, NY 10018. www.skyhorsepublishing.com
First published by Aurum Press Limited, 2007
10 9 8 7 6 5 4 3 2 1
9781602390195
ISBN-13: 978-1-60239-019-5
Picture credits:
Page 1 © British Library Board. All rights reserved.
Page 2 top © private collection/The Stapleton Collection/The Bridgeman Art Library
Page 2 - 3 bottom: artwork by Tony Bryan from NVG70, The Pirate Ship 1660 - 1730
© Osprey Publishing Ltd, www.ospreypublishing.com
Page 3 top, page 5 top, page 6 bottom: Mary Evans Picture Library
Page 4: The Buccaneers by Frederick Judd Waugh (1861 - 1940) © private collection/The Bridgeman Art Library
Page 6 bottom: artwork by Christian Friedrich Zincke, National Maritime Museum image no. PW3381
Page 8: © private collection/Peter Newark Pictures/The Bridgeman Art Library
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Printed in the United States of America
Table of Contents
Title Page
Copyright Page
ACKNOWLEDGEMENTS
Dedication
Epigraph
PROLOGUE - CAPTURE
1 - THE BAPTIST AND THE PIRATE
2 - BLADES OF FORTUNE
3 - LEADERSHIP
4 - TRIUMPH AND DISASTER
5 - IN THE WILDERNESS
6 - FISHERS OF MEN
7 - ‘TO CREOLES WE ARE A FOE’
8 - THE GREAT PIRATE ROBERTS
9 - AFRICA AGAIN
10 - KNIGHTS ERRANT
11 - DEFIANCE OF DEATH ITSELF
12 - COMMON ENEMIES OF MANKIND
POSTSCRIPT
APPENDIX 1: ROBERTS’ SHIPS, CREW AND PRIZES
APPENDIX 2 THOMAS ANSTIS’S ARTICLES
SELECTED SOURCES
INDEX
ACKNOWLEDGEMENTS
First and foremost I should like to thank my father for his help with French and Latin sources, for his advice and thoughts on the book and for instilling a love of history in me. I should also like to thank Phoebe Clapham and Natasha Martin, my two editors at Aurum, for their invaluable comments and suggestions; Celia Hayley at my agents, Lucas Alexander Whitley, for her help in the early stages of the project and Julian Alexander for his advice in the latter stages; the ever-helpful and efficient staff at the National Archive in Kew, as well as the staff at the British Library, the National Library of Wales, the National Archives of Scotland and the National Maritime Museum. Finally I would like to thank my wife Mary, without whose love and support this book would have been impossible, for reading and re-reading countless drafts, and my sons, Louis and Charlie, for indulging my endless pirate stories.
For Louis and Charlie, my own pirates
The World of Bartholomew Roberts
‘IN AN HONEST SERVICE THERE IS THIN COMMONS, LOW WAGES, AND HARD LABOUR; IN THIS, PLENTY AND SATIETY, PLEASURE AND EASE, LIBERTY AND POWER. NO, A MERRY LIFE AND A SHORT ONE SHALL BE MY MOTTO.’
BARTHOLOMEW ROBERTS
PROLOGUE
CAPTURE
ANAMABOE, WEST AFRICA
6 JUNE 1719
‘HE ASKED WHICH OF THEM WOULD ENTER WITH HIM AND TOLD THEM THAT HE WOULD MAKE GENTLEMEN OF THEM ALL’
THE MORNING OF 6 JUNE 1719 found Bartholomew Roberts still an honest sailor - a slaver rather than a pirate. Tall, dark and broad-shouldered, the thirty-seven-year-old Welshman was toiling on the deck of the Princess, a 140-ton ship from London, off Anamaboe on the Gold Coast of West Africa. It was hot and it was humid and he was tired, hungry and thirsty. Flies and malarial mosquitoes buzzed around his head, and his clothes steamed from the frequent tropical downpours. His one consolation was that the only people in the world whose lot was worse than his own were the shackled men and women he was hauling over the rail and on to his ship.
To the modern observer the scene Roberts beheld as he looked up and wiped the sweat from his eyes was a tropical paradise. The Princess was a solid, three-masted ship, around 85 feet from bow to stern and 20 feet across. Two other vessels bobbed on the waves nearby, the Royal Hind, also of London, and a small sloop from Barbados called the Morrice. All three had their sails neatly furled and were riding at anchor. Around them buzzed a multitude of canoes endlessly shuttling merchandise and slaves to and from the shore. The African canoemen stood as they rowed, drums beating time, and the air rang to the sound of their singing.
Looking landwards Roberts could see a sandy, palm-fringed beach, about a mile and a half distant, and beyond that the mud huts of Anamaboe, a ramshackle town of a few thousand inhabitants. Nearby stood a small, dilapidated stone fort belonging to the British Royal African Company. Further inland was a cluster of five densely forested hills that served as a landmark for ships approaching the village from the west. Green parakeets with bright red heads and tails darted to and fro. It was a busy, industrious scene which would have warmed the hearts of the slave traders back in London, Bristol and Bordeaux. But for Roberts and everyone else there that day it was a scene of utter wretchedness.
The slaves, for the most part, had been brought from deep inland by African traders. Most had been captured in war, enslaved as punishment for crimes or sold into slavery by relatives - often their own parents - as a result of poverty. A minority, particularly children, had simply been kidnapped. Thousands died on the dreadful forced march to the coast. But the greatest trauma of all came at the moment of boarding the slaving vessels. Many had never seen the sea. And while slavery was a widespread, commonly understood - if brutal - feature of African life, sale to the white man aboard these enormous ‘ships with wings’ for transport across the seas was as traumatising and disorienting as abduction by aliens would be for us. It was a peculiarity of the slave trade that both Africans and Europeans believed the other to be cannibals. One slave later described how he stared in horror at the slavers with their ‘horrible looks, red faces and long hair’, convinced he was to be eaten.
The scene on the beaches was pitiful. The slaves were stripped naked and chained in twos to be hauled into the canoes by African boatmen. Many fell to the ground and clutched frantically at the sand. Others threw themselves out of the canoes to be drowned in the surf. ‘We have . .. seen diverse of them eaten by the sharks, of which a prodigious number kept about the ships,’ wrote a merchant captain in the 1690s. Once on board they often infuriated their captors by putting their head between their knees and simply dying. European captains were convinced they had mastered the art of holding their breath until they suffocated. More likely they were suffering from extreme shock. Others starved themselves to death in the belief that when they died they would return to their own country. The slavers broke their teeth and forced food down their throats. When this failed they mutilated the corpses, cutting off the head and scattering ‘ye
limbs about ye deck’, the Africans believing only a whole body could return home.
History has little time for men like Bartholomew Roberts, their tormentors. But their brutality was in part a product of their own appalling conditions. Roberts knew that by the end of his voyage it was more likely he would be dead than one of the slaves. Studies later in the century showed that more than one in five of slaving crews died during the course of the three-legged journey between Europe, Africa and the West Indies, compared to one in eight of the slaves - although they, of course, were on board for only one leg of the journey.
Malaria, to which many Africans were immune, was the great killer. Seamen were painfully aware of mosquitoes - ‘troublesome devils [which] would sting through clothes’. But the state of medical knowledge was primitive and no one had yet made the link between the insects and the disease. ‘The fever generally begins with a violent pain and dizziness of the head,’ wrote a Royal Navy surgeon, describing an outbreak off Africa in 1721. ‘Nausea, vomiting and restlessness’ followed. ‘The patient ... falls into excessive sweats ... inextinguishable thirst and involuntary urinating.’ Then came ‘either delirium, convulsions or speechlessness ... They commonly expired at four or five days.’ The ‘bloody flux’, as dysentery was known, was also common, and sailors who went up the river estuaries often fell victim to ‘river blindness’.
Surgeons were only carried on the larger slavers and had few treatments to offer other than bleeding. The common sailors had little time for them. ‘The surgeons ... are very careless of a poor man in his sickness,’ wrote one sailor. They ‘come to him and take him by the hand when they hear that he hath been sick two or three days, thinking that is soon enough, feeling his pulses when he is half dead’. Their medicines did ‘as much good to him as a blow upon the pate with a stick’. Some captains ordered the doctors to prioritise the slaves who, after all, were worth money.
Roberts was third mate aboard the Princess - an officer, albeit a lowly one. He was a ‘seasoned’ sailor - that’s to say he’d already survived a few trips to West Africa and had built up some immunity to the local diseases. But he and his shipmates knew that the period spent anchored off the African coast was the most dangerous part of the whole voyage for them. The rains were now beginning - great downpours, ‘more like fountains than drops, and as hot as if warmed over a fire’. Their medical knowledge may have been rudimentary, but simple observation had taught them that this was when Europeans died in the greatest numbers. Roberts’ commander, Captain Abraham Plumb, was desperate to fill the hold of the Princess with slaves and to get away. But the African traders at Anamaboe - ‘desperate villains’, so ‘proud and haughty’ that they demanded Europeans remove their hats to address them, according to one visitor - deliberately dragged out negotiations, forcing up the prices as both crew and cargo died aboard the ships.
The process of slave trading was slow, cumbersome and dangerous. There are almost no natural harbours in West Africa. The coast forms a long, straight line and slave ships were obliged to anchor off-shore in the ‘road’, as the sea in front of a port was called. They relied on the African canoes to transport them and their goods back and forth from the beach. ‘There runs such a prodigious swell and surf that we venture drowning every time we go ashore and come off, the canoes frequently over-setting,’ wrote one captain. Few Europeans were good enough swimmers to survive in these conditions, and sharks followed the canoes to land in the hope of a meal. A British surgeon described the following incident at Whydah, just down the coast from Anamaboe, in 1721:
A canoe was going on shore from a merchant-ship with some goods, and in attempting to land, overset: a shark nigh hand, seized upon one of the men in the water, and by the swell of the sea, they were both cast on shore; notwithstanding which the shark never quitted his hold, but with the next ascent of the sea, carried him clear off.
And if the sharks and the mosquitoes spared them, there was a third peril that grew with every day Roberts and his shipmates stayed on the coast - slave revolt. Around one ship in ten experienced some sort of uprising, and they were most common when the slaves were still within sight of land. ‘They fell in crowds on the English on the deck,’ wrote one ship’s captain, describing a revolt off Congo in 1699. The slaves ‘stabbed one of the stoutest of the crew, who received fifteen or sixteen wounds with their knives before he expired. They next assaulted the boatswain, and cut the flesh round one of his legs to the bone, so that he could not move. Others cut the cook’s throat to the windpipe and wounded three of the sailors, one of whom they threw overboard in that condition, from the forecastle, into the sea.’
This revolt, like most, was savagely suppressed. But even in open sea some slaves attempted to rebel. Unable to sail the ship, those that succeeded were generally condemned to drift to a slow death by starvation. But a few managed to navigate their way back to Africa and freedom. Roberts knew that if he died in mid-Atlantic his corpse would be slung overboard at night to conceal the crew’s shrinking numbers, and growing vulnerability, from the slaves.
‘I have never seen among my people such instances of brutal cruelty, and this not only shown towards us blacks but also to some of the whites themselves,’ wrote one slave. Conditions aboard the slavers were appalling even by the standards of the merchant navy at that time. Water and food were always in short supply. Alexander Falconbridge, a ship’s surgeon, described seeing a sailor rise at dawn to lick the dew from the roof of the chicken coop. On another voyage sailors were caught begging food from the slaves. Once the slaves were aboard the crew was generally obliged to sleep on the open deck with only a tarpaulin for cover. In poor weather, conditions quickly deteriorated for everyone on board. One sailor recalled watching ‘steam coming through the gratings, like a furnace’ from the slaves confined below. Nevertheless, it was not unknown for crewmen to open the hatches at night and lower themselves into this hell to escape the wind and the rain.
Slaving crews were generally drawn from the lowest class of seamen, and many were on board no more willingly than the slaves. ‘The method at Liverpool [of getting sailors] is by the merchants’ clerks going from public house to public house, giving them liquors to get them into a state of intoxication and, by that, getting them very often on board,’ recalled one sailor. ‘Another method is to get them in debt and then, if they don’t choose to go aboard of such Guinea men then ready for sea, they are sent away to gaol by the publicans they may be indebted to.’ Once off Africa, the men sometimes swam through shark-infested waters to Royal Navy vessels in order to escape - a rare example of voluntary impressment.
The captains regarded their men as ‘the very dregs of the community’, and treated them accordingly. The surgeon Falconbridge described one captain who forced a crew member to work for weeks with a heavy chain attached to a log wrapped around his neck for a minor misdemeanour.
He then flogged him till his back was raw and rubbed salt and cayenne pepper into the wounds. Afterwards ‘a large Newfoundland dog was frequently set at him, which, thus encouraged, would not only tear his clothes, but wound him. At length, after several severe floggings, and other ill treatment, the poor fellow appeared to be totally insensible to beating, and careless of the event.’
An elderly seaman on the same ship had several of his teeth knocked out after complaining about his water allowance. ‘Not content with this, while the poor old man was yet bleeding, one of the iron pump-bolts was fixed in his mouth, and kept there by a piece of rope-yarn round his head. Being unable to spit out the blood which flowed from the wound, the man was almost choked, and obliged to swallow it.’
When the ship finally docked in the West Indies a third victim of the same captain ‘carried his shirt, stained with the blood which had flowed from his wounds, to one of the magistrates of the island and applied to him for redress’. But the slaves on the ship were bound for the magistrate’s plantation and he was deaf to his pleas. The Royal African Company’s own chief surgeon, conducting a survey of co
nditions aboard ships off West Africa in 1725, wrote that ‘tyrannical oppression and want of necessities of life’ were ‘epidemical’.
Falconbridge, who was an abolitionist, was convinced brutality ‘was the common practice of the officers in the Guinea trade’. It was in the nature of a trade which ‘gradually brings a numbness on the heart and renders those who are engaged in it too indifferent to the sufferings of their fellow creatures’, argued another campaigner. Captains had absolute power on board their ships. ‘I am as absolute in my small dominions .. . as any potentate in Europe. If I say to one, come, he comes; if to another, go, he flies,’ wrote one. All too often this power was combined with a sadistic temperament.
Brutality could serve a purpose. A large crew was necessary for security until the ship docked in the West Indies. But thereafter, with a cargo of sugar on board for the final leg of the journey back to Europe, many of the men were surplus to requirements. At that stage captains were often happy to see them desert, particularly if they were owed back pay. Others would sail away while part of their crew was ashore. These abandoned, emaciated seamen were a common sight on the docks of towns like Kingston in Jamaica where they lay side by side with the ‘refuse slaves’ who could find no buyers and were left to starve. Such was the example Bartholomew Roberts had been set by his social betters.
And there was one final peril that, again, was at its greatest while the ships were stationary off the African coast. It was this peril that, shortly after noon on 6 June, suddenly loomed before Bartholomew Roberts.
At some point between midday and one o’clock two large vessels approached Anamaboe from the west. Initially, as he paused work to peer at them through the shimmering heat haze, Roberts took them for slaving ships, and was irritated. It meant competition and would probably drag out his stay at Anamaboe. But they moved unusually swiftly through the water. And there seemed to be an extraordinary number of men on deck. They were also remarkably well armed. As they drew near he could pick out men crowding onto the forecastle, waving cutlasses and howling curses into the wind. Suddenly the lead vessel fired three guns and raised a black flag. They were pirates.
If A Pirate I Must Be... Page 1
