The Middle Passage

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Middle Passage

Some historians argue that it was actually women who planned, organized and facilitated many of the slave uprisings that occurred during the Middle Passage. Because of the demand for field laborers, men constituted up to two-thirds of the captives taken from the African coast — although this ratio varied widely depending on geography. In the Senegambia region, this high demand for male slaves meant that men and boys were taken from all over the region, their ethnicities, languages and cultures varying widely. Conversely, a large majority of female slaves from the Senegambia region were plucked from easily accessed coastal towns; they were primarily of Wolof origins and would have been able to connect with each other through a shared language and culture.

Burnside, Madeline. Rosemarie Robotham. New York: Simon and Schuster, Spirits of the Passage provided us with general background knowledge of the slave trade but perhaps more importantly, it helped us to place the trade within a larger global context by exploring its origins.

McMillan, Beverly C.

Singapore: Smithsonian Institution Press, Captive Passage , edited by Beverly McMillan, provided us with background information on the trans-atlantic slave trade. This source also provided many images that we included in our video. It sickens me. Enough, enough. The rest is quickly told:. Cinquez was forced to spare the two of us. Now we. Cinquez and his accomplices to La. And it distresses us to know. We find it paradoxical indeed. I tell you that. Cinquez its deathless primaveral image,.

Reprinted with the permission of Liveright Publishing Corporation. Celebrating Black History Month. Poems, articles, and podcasts that explore African American history and culture.

The Middle Passage

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More Poems by Robert Hayden. A few ships came directly to Virginia, while most sold their choicest cargo at higher-volume ports in Jamaica or South Carolina, delivering unsold "remainder" slaves to the Chesapeake. In , the Royal African Company lost its monopoly and soon was eclipsed by private British and American merchants. Those based in Bristol and London dominated the Virginia trade until the s, when the London merchants were overtaken by others based in Liverpool. Nearly two-thirds of the Atlantic slave trade took place between and British abolition in — About a quarter of all African-born slaves came to the Americas after abolition of the British and United States trades.

Slave ships ranged in size from the ten-ton Hesketh , which sailed out of Liverpool and delivered slaves to Saint Kitts in , to the ton Parr , another Liverpool ship that sailed in the s. Ships comparable in size to the Hesketh were designed to carry as few as six pleasure passengers; refitted as a slaver, the Hesketh transported a crew plus thirty Africans. The Parr , on the other hand, carried a crew of and a cargo of as many as slaves.

Most ships—nicknamed Guineamen, after the Gulf of Guinea on the west coast of Africa—were sized somewhere in between, growing in tonnage over time as the Atlantic trade itself grew. American traders preferred somewhat smaller ships than their British counterparts: two-masted sloops 25 to 75 tons and schooners 30 to tons required smaller crews and shorter stays on the African coast, where tropical diseases were a constant threat to crew and cargo alike. At first, merchants adapted general merchant vessels for the slave trade.

Later they built ships to the trade's particular specifications, which included portholes for better airflow to the lower decks and copper-sheathed hulls to combat the wood rot and boring worms found in tropical waters. Sometimes ships were modified to increase the space between decks, although a typical ton Guineaman might have had only four and a half feet between the lower deck's floor and ceiling.

6b. "The Middle Passage"

The low clearance would have precluded many of the Africans from standing. The lower deck generally was divided into separate compartments for men and women, with the males shackled together in pairs.

Most women were left unchained but confined below, while children had the run of the ship. African men and women used the children as means to communicate with one another and, in some cases, to plan insurrection. A wooden grating separated the men's quarters from the main deck and was designed, along with the portholes, to facilitate airflow through the lower deck.

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Even so, one observer described the area below decks as "most impure and stifling," while the anonymous author of Liverpool and Slavery: An Historical Account of the Liverpool-African Slave Trade by a Genuine "Dicky Sam" cited a trader who "stated that after remaining ten minutes in the hold, his shirt was as wet as if it had been in a bucket of water.

The captain and his officers enjoyed personal cabin space, usually below the raised quarterdeck at the stern of the ships, while common sailors slept on the main deck, sometimes under cover of a tarpaulin or in the longboat. Also on the main deck, and built especially for the slave ship, was a ten-foot-tall wooden barricade that bisected the deck at the main mast and extended about two feet beyond the ship's sides.

The Africans spent about eight hours a day on the main deck, and the so-called barricado separated the African men from the women. In case of insurrection, the crew retreated to the women's side and used the barricado as a defensive fortification. Captain William Snelgrave, in A new account of some parts of Guinea, and the slave-trade , described how a group of African men "endeavoured to force the Barricado on the Quarter-Deck, not regarding the Musquets or Half Pikes, that were presented to their Breasts by the white Men, through the Loop-holes. According to an officer on the ton Diligent , which sailed out of France in , the ship carried "eight four-pound cannons, fifty-five muskets, eighteen pistols, twenty swords, and two swivel guns, all in excellent condition.

While the ships were still off the coast of Africa—accumulating cargoes could take from a few weeks to several months—the crew built a "house": a bamboo enclosure on the main deck designed to secure Africans prior to leaving the coast. The sailor James Field Stanfield, in Observations on a Guinea voyage , labeled the business of constructing the house "destructive" and "fatal," because harvesting the bamboo forced crew members to be "immersed up to the waist in mud and slime; pestered by snakes, worms, and venomous reptiles; [and] tormented by muskitoes, and a thousand assailing insects," all the while being whipped and otherwise prodded by "their relentless officers.

Once the crew was ready to begin the Middle Passage, they removed the house and hung netting from the sides of the ship.

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This was designed to catch anyone who tried to escape by jumping overboard. Although many enslaved Africans committed suicide in this way, so did some crew members, who were also tormented by disease, low-quality food, and the officers' whips. In the warm waters, sharks often followed the ships, feeding off refuse.

The dangers of the Middle Passage for its crew often were greater the closer the ship was to Africa. While both Europeans and Africans suffered from dysentery, the leading cause of death, the sailors on the ship also were susceptible to diseases prevalent along the African coast, such as malaria and yellow fever. In addition, measles, smallpox, influenza, scurvy, dehydration, and depression took their tolls on the captives below decks as the journey progressed.

Escape attempts and insurrections also presented a particular danger early in the voyage, when enslaved Africans clung to some hope of making it back to the mainland.

Middle Passage | slave trade |

The captain's responsibilities were manifold. As an employee of a merchant or company in Europe or the Americas, he hired and managed the crew; outfitted the ship; sold its cargo for humans on the coast of Africa; enforced a harsh discipline on crew members and Africans alike on the Middle Passage; worked to prevent mutiny, insurrection, and sickness; aided other captains when in need; and sold the slaves in America for the best possible price.

The "crux of the whole enterprise," however, was discipline, according to the historian Marcus Rediker. Maintaining order was critical in keeping an often-desperate crew in line, and the routine violence employed by the captain and his officers trickled down the ranks, as the author of Liverpool and Slavery pointed out : "The captain bullies the men, the men torture the slaves, the slaves' hearts are breaking with despair. Rebellion or mutiny could spread like a virus, and many captains attempted to snuff out resistance by terrorizing the accused either crew members or Africans in full view of their fellows.

This most often involved either a cat-o'-nine-tails a whip of nine knotted cords attached to a handle and full horsewhips or, for Africans exclusively, thumbscrews.

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Still, too much violence, employed routinely, might spark mutiny, insurrection, or suicide, making it the captain's job to somehow strike the right balance. Merchants often put in writing that their captains should refrain from mistreating the African cargo, but few held their employees to account.

Fewer still were captains who, like John Newton, experienced a humane—in his case religious—awakening and attempted to treat their slaves well. More common was the sort of captain described by James Field Stanfield: as his ship approached Africa, Stanfield wrote , "the Demon cruelty seems to fix his residence within him.

Crew members were often the direct recipients of the cruelty. Frequently forced into shipboard service because of debts or run-ins with the law, sailors performed the backbreaking and often violent work of the slave ship, which included building the "house" and barricado, cooking and dispensing food, scrubbing the decks and the often feces-covered hold where the slaves were kept, and policing the captive Africans. admin