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The account of events is easy to find on the Internet: while on her two thousand mile voyage along the Pacific coast of South America in the spring of 1681, the Spanish merchantman–possibly a galleon, but likely only in the sense that any Spanish treasure ship might be known as a galleon–Santa Maria de la Consolación was sighted by one or more pirate ships under the command of the notorious buccaneer Bartholomew Sharp.
The Consolación only barely escaped by slipping into Guayaquil Harbor, but in her haste she wrecked on Isla Santa Clara. The buccaneers came ashore and, furious that the treasure was lost, tortured several of the crew and beheaded two of them.
So notorious were the acts of the buccaneers, or so one version of the story goes, that the island became known as Isla de Muerto.
The story has almost everything Hollywood has led us to expect in a pirate story.
But there’s a problem with this tale, as is there is with much that evokes Hollywood expectations.
Almost none of it is true.
The Buccaneers & the Santa Maria de la Consolación
Yes, there was a shipwreck.
The Santa Maria de la Consolación did run aground and sink.
And yes, the Consolación’s captain, crew, and passengers had been concerned about the pirates in the region, and yes, the pirates were commanded by the famous Bartholomew Sharp, at least most of the time.
But that’s all the truth there is.
Neither Sharp nor any other pirates chased the ship, nor did they come ashore after the wreck, nor did they torture or behead any of the crew or passengers.
In fact, the captain, crew, and passengers of the Consolación never saw any pirates at all, much led fled from any unless you consider the definition to include their haste to complete their voyage in case they might see them.
Bartholomew Sharp and his ship the Trinity were far to windward at the time. Only two or three months later did he and his buccaneers even learn that the Consolación had been at sea, and conditions made it impossible to search for her even though the sea rovers were in the area of Guayaquil.
Time, distance, and other circumstances–Fortune–ensured that the Trinity would never cross paths with the Consolación. Nor would the buccaneers even learn of the shipwreck until long after she had wrecked.
According to buccaneer and author Basil Ringrose (1684):
“August 19 . This day our pilot [captured July 29, 1681 aboard the Spanish ship El Santo Rosario] told us that, since were to windward, a certain ship that was coming from Lima bound for Guayaquil ran ashore on Santa Clara, losing there in money to the value of 100,000 pieces-of-eight; which otherwise, peradventure, we might very fortunately have met with.”
In fact, the buccaneers had no great guns (cannon) aboard their flagship, the Trinity, while the Consolación had more than twenty of brass and iron. Unless the buccaneers could have boarded the treasure ship, the battle might easily gone to the Spanish.
Sharp’s voyage is by far the most well-documented of any buccaneer or pirate voyage in history, with some seven members writing full or partial accounts. Further, Spanish records quite thoroughly corroborate the buccaneer accounts, including dates and locations. There is no possibility of mistake: Sharp and his buccaneers never sighted the Consolación, much less chased her, much less abused her crew. Having written several books on the subject of piracy, including extensive research on the subject of Bartholomew Sharp, I’m in a pretty good position to know.
Of course, there may, however, have been a small number of buccaneers who might have been briefly in the area, but they never saw the Consolación either and in any case were in no shape to have chased or attacked her. They were sneaking their way back to the Isthmus of Darien after having “mutinied” and parted from Bartholomew Sharp, finding his behavior as a commander less than acceptable.
La Isla de Muerto
One of these “mutineers” (they really weren’t mutineers, for buccaneer articles permitted crew members to leave the crew, provided that they paid for their provisions) was William Dampier, soon to become famous for his travels and books. He did write about the wreck when, as a member of a buccaneer crew three years later, they hovered around Guayaquil.
According to Dampier, writing of 28 November 1684 in his A New Voyage Round the World, “It is reported by the Spaniards, that there is a very rich Wreck lies on the North-side of that Island [Santa Clara], not far from it; and that some of the Plate hath been taken up by one who came from Old-Spain, with a Patent from the King to fish in those Seas for Wrecks; but he dying, the Project ceased, and the Wreck still remains as he left it; only the Indians by stealth do sometimes take up some of it; and they might have taken up much more, if it were not the Cat-fish which swarms hereabouts.”
If we look at several of the Basil Ringrose and William Hack (or Hacke) charts of the Bay of Guayaquil, based on a captured Spanish derrotero, we learn that Isla Santa Clara was known as Isla de la Muerto not because there was a massacre there, but because it is shaped like “the corps of a man in a shroud.” Dampier also notes that “it appears like a dead Man stretched out in a Shroud.”
From this would derive not only the island’s nickname, but also the myth. An additional suggestion toward the myth may come from a line in a copy of another of Hack’s South Sea waggoners, shown in the image below. Sharp, however, never actually gave chase as attested by numerous buccaneer accounts and Spanish records.
In other words, the coins aren’t cursed Aztec treasure (wrong region anyway), or cursed by direct association with pirates who tortured the crew, or cursed at all unless you consider the coca chewing slave labor used in extracting the Potosí silver from the mines or in refining it with poisonous quicksilver.
And if there were no massacre, any marketing done to sell coins salvaged from the wreck is misleading. I own a few coins from the wreck and as I recall there were references to the massacre in the associated descriptions and apparently still are. Why does this matter? Because people buying the coins might want to know that, although there is a buccaneer association, it’s not as close as often advertised.
Yet the purported association lures buyers. In fact, some several or more years ago I purchased one of these wreck-salvaged pieces-of-eight from a reportedly reliable coin vendor on ebay as a memento. I’m not a big coin collector, and generally don’t care for salvage coins. Perhaps as few as two or three wrecks whose coins are available on the market have an indirect relationship to actual pirates or sea rovers, and most salvage coins are in poor shape as compared to many “land hoard” coins. I prefer coins that have been handled and used, not those that have lain for centuries at the bottom of the sea soon after being minted. In other words, I prefer coins with a long active history.
However, having written several times of Bartholomew Sharp and his South Sea buccaneers, I thought a coin or two from the wreck of the Santa Maria de la Consolación off Santa Clara Island in the Bay of Guayaquil would be in order, given its association with the South Sea buccaneers. I found a third one reasonably priced, from a reliable coin vendor with high ratings and thousands of transactions. The coin was not expensive, as eight reale pieces-of-eight go, and was priced in the lower end of the range. I did not examine it too closely before buying it, although I ran it past the images of forged pieces-of-eight on the Daniel Sedwick website. But when I received the coin I was perplexed. It appeared genuine, but there was no sea damage at all, nor did the coin match any description of any New World coin.
Eventually I appealed to Mr. Sedwick to evaluate the coin for me. The coin was genuine, as I thought, but was a common piece-of-eight minted in Spain, “Seville” as it was called by the English in America, and not one from the wreck of the Santa Maria. Further, as Mr. Sedwick pointed out to me in an email, upon close examination it was apparent that the certificate of authenticity had been forged. I hesitate to accuse the vendor I purchased it from of this, although as a professional he should have spotted it.
More curious, though, is what the certificate forger, not to mention criminal jackass, whoever he or she was, expected to get away with. Perhaps he or she intended to capitalize on the inexplicable (to me at least) preference for sea salvage coins over land hoard and circulated coins which are typically in much better shape, although not always. Whatever he or she intended, the coin’s pretended shipwreck status did nothing to increase its value. Comparable Spain-minted coins often go for more money than I paid for it. I lost nothing on the transaction except the coin as memento.
Ebay is often criticized for failing to scrutinize its coin vendors enough, and buyers need to be careful when buying from anyone other than a highly reputable dealer who deals regularly in Spanish cobs. Mr. Sedwick’s book, The Practical Book of Cobs has good sections on buying coins and spotting fakes. Although an expensive book, readers should also review Sewall Menzel’s Cobs: Pieces of Eight and Treasure Coins–The Early Spanish American Mints and Their Coinages, 1536-1773. (However, I should note that as of the date of original publication of this post, even Mr. Sedwick’s page associated with this wreck incorrectly states that the pirates tortured some of the survivors &c.)
A bit of advice: don’t simply accept any claims made on the Internet. Double-check them. Start with books on the subject, and especially look for citations. If there are no citations in an Internet article, or even a book, be highly suspicious. For that matter, be a bit suspicious even if there are. Check the citations: you might be surprised to learn how often citations don’t actually support the claim. (This is unfortunately true even in some scholarship more often than it should be.)
In the case of these coins, you’ll find not only that there really aren’t citations given at all to support the claims, but also that the descriptions are all very similar, often identical. In other words, they all have the ultimate incorrect source. And when you go looking for books to support the claim you won’t find any. So why hasn’t the story been changed, even though I’ve challenged it on the Internet for some years now, and in books as well? Even though no scholarly work on Sharp’s voyage mentions it? Even though the written accounts of the buccaneers themselves not only don’t mention it but dispute it?
The purported pirate association makes the coins more likely to sell, or so the thinking goes, and in some cases permits a higher price.
Still, none of the foregoing should devalue the coins as “pirate treasure,” including the fact that the buccaneers never chased the ship. Sharp’s voyage was epic, and these coins are what he was after. The Santa Maria de la Consolación, sailing alone, struggled to make it safely to port, in fear all the while of Sharp’s buccaneers. These coins are the closest pieces-of-eight readily available–and affordable–to what we would describe as “buccaneer treasure.”
Copyright Benerson Little 2019. First published February 13, 2019. Last updated April 5, 2019.
In recognition of the recent Thanksgiving Holiday, a few words from fictional and factual accounts about Puritans and their rather unsurprising early support of pirates and most especially–most because, in other words–their plunder.
I’m well aware, as are most readers, that Thanksgiving’s origin lies with Pilgrims and Native Americans, and the Pilgrims were not Puritans, at least not as we generally think of them. Historians tell us the Pilgrims were Brownist Puritans, a separate sect. Even so, there’s a strong association with Puritans and the holiday, correct or not, doubtless due to the dominance of the “purifying” (the Church of England of so-called Catholic practices) faith soon after in seventeenth century New England. And some historians do date our modern Thanksgiving to a Puritan celebration of Thanksgiving in 1631. I’ll leave the hair-splitting to the specialists in this area.
Fiction offers surprisingly few accounts good of Puritans and pirates, at least relative to other peoples and places, and pirates. Of those that exist, the most famous is surely the brief but fact-based description in Nathanial Hawthorne’s The Scarlet Letter :
“Not to speak of the clergyman’s health, so inadequate to sustain the hardships of a forest life, his native gifts, his culture, and his entire development, would secure him a home only in the midst of civilization and refinement; the higher the state, the more delicately adapted to it the man. In furtherance of this choice, it so happened that a ship lay in the harbor; one of those questionable cruisers, frequent at that day, which, without being absolutely outlaws of the deep, yet roamed over its surface with a remarkable irresponsibility of character. This vessel had recently arrived from the Spanish Main, and, within three days’ time, would sail for Bristol. Hester Prynne—whose vocation, as a self-enlisted Sister of Charity, had brought her acquainted with the captain and crew—could take upon herself to secure the passage of two individuals and a child, with all the secrecy which circumstances rendered more than desirable…
“The picture of human life in the market-place, though its general tint was the sad gray, brown, or black of the English emigrants, was yet enlivened by some diversity of hue. A party of Indians—in their savage finery of curiously embroidered deer-skin robes, wampum-belts, red and yellow ochre, and feathers, and armed with the bow and arrow and stone-headed spear—stood apart, with countenances of inflexible gravity, beyond what even the Puritan aspect could attain. Nor, wild as were these painted barbarians, were they the wildest feature of the scene. This distinction could more justly be claimed by some mariners,—a part of the crew of the vessel from the Spanish Main,—who had come ashore to see the humors of Election Day. They were rough-looking desperadoes, with sun-blackened faces, and an immensity of beard; their wide, short trousers were confined about the waist by belts, often clasped with a rough plate of gold, and sustaining always a long knife, and, in some instances, a sword. From beneath their broad-brimmed hats of palm-leaf gleamed eyes which, even in good-nature and merriment, had a kind of animal ferocity. They transgressed, without fear or scruple, the rules of behavior that were binding on all others; smoking tobacco under the beadle’s very nose, although each whiff would have cost a townsman a shilling; and quaffing, at their pleasure, draughts of wine or aqua-vitæ from pocket-flasks, which they freely tendered to the gaping crowd around them. It remarkably characterized the incomplete morality of the age, rigid as we call it, that a license was allowed the seafaring class, not merely for their freaks on shore, but for far more desperate deeds on their proper element. The sailor of that day would go near to be arraigned as a pirate in our own. There could be little doubt, for instance, that this very ship’s crew, though no unfavorable specimens of the nautical brotherhood, had been guilty, as we should phrase it, of depredations on the Spanish commerce, such as would have perilled all their necks in a modern court of justice.
“But the sea, in those old times, heaved, swelled, and foamed, very much at its own will, or subject only to the tempestuous wind, with hardly any attempts at regulation by human law. The buccaneer on the wave might relinquish his calling, and become at once, if he chose, a man of probity and piety on land; nor, even in the full career of his reckless life, was he regarded as a personage with whom it was disreputable to traffic, or casually associate. Thus, the Puritan elders, in their black cloaks, starched bands, and steeple-crowned hats, smiled not unbenignantly at the clamor and rude deportment of these jolly seafaring men; and it excited neither surprise nor animadversion, when so reputable a citizen as old Roger Chillingworth, the physician, was seen to enter the market-place, in close and familiar talk with the commander of the questionable vessel.
“The latter was by far the most showy and gallant figure, so far as apparel went, anywhere to be seen among the multitude. He wore a profusion of ribbons on his garment, and gold-lace on his hat, which was also encircled by a gold chain, and surmounted with a feather. There was a sword at his side, and a sword-cut on his forehead, which, by the arrangement of his hair, he seemed anxious rather to display than hide. A landsman could hardly have worn this garb and shown this face, and worn and shown them both with such a galliard air, without undergoing stern question before a magistrate, and probably incurring fine or imprisonment, or perhaps an exhibition in the stocks. As regarded the shipmaster, however, all was looked upon as pertaining to the character, as to a fish his glistening scales.”
Hawthorne’s description is quite factual. Owing to the need to write this piece as efficiently as possible (I’m either busy or lazy, or both), I’ll quote here, and later several times, from The Buccaneer’s Realm (Potomac Books, 2007), or at least from the draft, this being easier than consulting the print version for which I have no digital copy, the book being edited on paper–old school, that is.
“Sailors [in New England] are almost certainly exempt anyway from much of this [religious] authority of the petty sort, or at least visiting pirates and privateers are, provided they keep to the “ordinaries and publique houses enterteinment” [James Duncan Phillips, Salem in the Seventeenth Century, 1933] on the waterfront where they commonly spend large sums drinking. There probably never has been, nor is there likely to ever be, a busy seapor t that lacks the taverns and women that [historically male] sailors seek when ashore, no matter the local moral culture. Mariners are tolerated in such places because they are a necessity–even tavern keepers may be precluded from arresting sailors for non-payment of their drinking debts, in order that ships can sail with their full crews. Nor can a sailor’s maritime character be much altered anyway, at sea or ashore. New England, after all, is not only a Puritan culture but a quintessentially maritime one, with a history of privateering, a major shipbuilding industry, seven hundred thirty or more vessels ranging from six to two hundred fifty tons in 1676, and a great trade to the English colonies,Europe, and even Guinea, Madagascar, and “Scanderoon” (İskenderun, also called Alexandretta). It is impossible to imagine a Puritan selectman attempting to enforce a law against kissing in public, for example, against a filibuster or buccaneer whose hands are figuratively speaking still red with blood and whose plunder is aiding in the financial salvation of the colony.
Buccaneers & Puritans
Again, an excerpt from The Buccaneers Realm:
In August 1678, privateer Bernard Lemoyne, fitted out in France, armed with a commission from Governor Pouançay at Saint Domingue, commanding the Toison d’Or (Golden Fleece) and in consort with Captain Pérou and perhaps others as well, cruises the south Cuban coast. In Matanzas Bay these privateers capture three Dutch trading ships ranging from twenty-four to twenty-six guns, and a Spaniard of twenty guns. Sailing to Martinique, the seat of French government in the Caribbean, to have the prizes condemned, Lemoyne faces a strident objection from the majority of his crew. Being English(although recruited at Petit Goave), they prefer to carry the prizes into an English port. However, by sailing with the French they have obviously refused Governor Vaughan’s offer of amnesty at Jamaica, as well as violated the law against serving under a foreign commission, and so these English must carry their prizes elsewhere, and so they do, to Boston, where they and their French captain are received with open arms. The reception is not surprising: the total value of the prizes, including one lost on the coast but whose cargo of any significant value is saved, is estimated at three hundred thousand pieces-of-eight.
That various sea rovers find their way to New England should come as no surprise: the New World is full of them. That some Puritan merchants support piracy should come as no surprise, either: Puritans have been involved in piracy and privateering since the 1630s when they briefly colonized Providence (Santa Catalina) and Henrietta (San Andrés) in the Caribbean as bases from which to raid England’s great hated rival, Catholic Spain.[ii]Further, New England has just endured King Philip’s War, a bloody conflict that has left the economy in shambles and the Faithful wondering what this manner of“God’s Providence” portends. The sudden influx of goods and silver is needed and surely welcomed, and any rationale is better than none. After all, the prizes were seized under a French commission and condemned in Martinique. Bostonians are merely providing a reasonable market.
New Englanders will continue such support throughout the period, with even less scruple, permitting the “refitting at the dock at Boston” in 1684 of the Spanish prize La Paz (Peace), renamed la Mutine and commanded by Captain Michel (Andrieszoon). She was captured near Cartagena by a French squadron commanded by Laurens, and whoseother captains included Michel, Yanky (Willems), Le Sage, Bréha (Bart), Blot, Grogniet,and an unidentified Englishman. With her is the Françoise, originally captured by the Spanish from the French and called by her captors the Francesa, then re-captured by Laurens at the same time as La Paz, and which has now passed to Yanky’s command. The Spanish ship is rich with goods: “The Bostoners no sooner heard of her [the Paz] off the coast than they despatched a messenger and pilot to convoy her into port in defiance of the King’s proclamation.” The filibusters purchase much of the “choice goods” in Boston,and thus “are likely to leave the greatest part of their plate behind them.” (CSPC 1681-1685, nos. 1845, 1851.)
In 1683 Captain Henley fits out a ship in Boston and sails for the Red Sea, seeking the Mogul’s rich ships. Associated with him are the pirate captains Thomas Woolery and Christopher Goff, and in 1685 both Henley and Goff are proclaimed pirates. The pirates Graham and Veale briefly visit in1685, but are recognized as pirates who have attacked an English vessel. In the same year the pirate Jean Hamlin returns to the sea in a ship named after his first and notorious vessel: “The new Trompeuse was fitted and protected by the godly New England independents.” Woolery returns to Boston in 1687 from “the South Sea,” after burning his ship at New Providence. New England is confirmed as a pirate “retreat.” (CSPC 1681-1685, nos. 2042, 1563; CSP 1685-1688,nos. 207, 210, 1405, 1449, 1449i, 1555.)
Puritans have a distinct reputation in both religion and trade, perhaps best described by the caustic Ned Ward: “The Inhabitants seem very Religious, showing many outward and visible Signs of an inward and Spiritual Grace: But tho’ they wear in their Faces the Innocence of Doves,you will find them in their Dealings, as Subtile as Serpents. Interest is their Faith, Money their God, and Large Possessions the only Heaven they covet…And it is a Proverb with those that know them, Whosover believes a New-England Saint, shall be sure to be cheated: And he that knows how to deal with their Traders, may Deal with the Devil and fear no Craft.” (Edward Ward, A Trip to New England, 1699.) Scholar Philip Ainsworth Means writes that for the Puritans, money was “to be worked for enthusiastically, all to the Glory of God,” and that, indeed, Puritans are “the establishers of [the United States’] present attitude toward business affairs,” although certainly the Dutch of New York influence it as well. (Means, The Spanish Main, 1935.)
However, New England is neither a single colony nor completely homogeneous. Rhode Island has a similar reputation as Massachusetts,at least in regard to support of pirates, or privateers of dubious commission,based some say on Rhode Island’s permissive coastline. Here John Coxon threatens to bring his cargo of indigo stolen in 1679 at the Bay of Honduras,if he is not permitted to unlade the cargo at Jamaica, paying duties on it, of course–the pirates would be “well entertained” at Rhode Island. In 1683 two pirate vessels, one of them commanded by Thomas Paine, are also well-received at Rhode Island. Governor Cranfield of New Hampshire asks Rhode Island authorities to arrest them, but is rebuffed. New Hampshire and Connecticut are said to be clones of Massachusetts in government and religion, and which way the original Puritan colony goes, so they go, although the governors of New Hampshire do attempt to reign in the Assembly, a creature of the Puritan congregational ministers. The colony also gives aid and protection to Spanish prisoners who escape from a French pirate in Boston, for example, and Governor Cranfield informs the English government of Massachusetts’s pandering to pirates.
Puritan influence extends to some degree both to the Caribbean and to English buccaneers as well. Many of the early buccaneers are English soldiers recruited under Cromwell’s “Western Design” with its failed Cromwell attempt against the Spanish at Hispaniola,followed by the conquest of Jamaica, and certainly some of them are either Puritans,or were, or have absorbed the Puritan ethos prevalent in Cromwell’s army. The courageous and famous Captain Richard Sawkins, a “generous man” who throws dice overboard in anger when he finds buccaneers using them on a Sunday, is almost certainly an heir to some degree of this Puritan tradition. Robert Clarke, “Governor and Captain General of the Bahamas,” independent preacher, and granter of piratical commissions “to make war on the Spaniards of Cuba, St. Augustine, and others,” is one of Oliver Cromwell’s former officers, and likewise heir to the Lord Protector’s Puritan and military traditions, as are many in the Caribbean.[
New England not only receives various pirates and “privateers,” but even has those who settle here. One of them, Samuel Moseley of Dorchester, Massachusetts, commands the Salisbury ketch, a coast guard with crew of forty-seven, along the New England coastlinefrom 1673 to 1674 in order to defend against Dutch incursions. Moseley is admirably suited to the job, for he reputedly has been a buccaneer or“privateer” at Jamaica. In 1675 he is commissioned to seek Dutch “pirates” who have been attacking English traders along the coast of Acadia. Sailing in consort with a French vessel, he soon discovers the trio of Peter Roderigo commanding the Edward and Thomas, Cornelius Andreson commanding the hired boat Penobscot Shallop, and George Manning, an Englishman captured by the Dutch and who has taken up their cause, commanding the Phillip Shallop. However, the issue is not as simple as it seems.
Roderigo and Andreson are actually legitimate privateers. Roderigo, a “Flanderkin,” Andreson, a Dutchman, and JohnRhoades, an Englishman serving as pilot, were recently officers under HurriaenAernouts of the Dutch Flying Post-Horse privateer, attacking and driving off the Frenchalong the Acadian coast. Aernouts lawfully claimed Acadia for Holland, and before he departed for the Caribbean commissioned Roderigo, Andreson, and Rhoades to manage the trade along this territory of “New Holland.” Aernouts subsequently sails with Reyning in an attack on Granada, but both are captured by the French. Unfortunately for the officers he leaves behind, English traders interlope on the Dutch-claimed territory. The officers steal sheep from ashore,and order traders at sea to strike “A Mayne for the Prince of orainge,” then rob them of “Beaver and Moose” pelts and skins. (To “strike amain” is to lower topsails, or mainsails if topsails are not set, to indicate submission or surrender.[iii]At one point, Roderigo beats Edward Youring, one of his English crewmen who objects to the theft of English goods. He is left ashore for a day “to be starved with could [cold].”
In response, the English accuse them of piracy, and it is in this pretended capacity that Captain Moseley engages them. The battle is over quickly. The Dutch vessels are tiny, and Manning suddenly changes sidesand engages his Dutch consorts. Mosely bids the Dutch “A Mayne for the King of England,” and Youring lowers Roderigo’s mainsail three or four feet to indicate surrender, in spite of orders to the contrary. Now attacked three to two, and by vessels flying English, French, and Dutch colors, Aernouts’s officers strike for true. Roderigo is convicted of piracy, but pardoned. Andreson is found guilty after the judges direct the verdict, having been first acquitted. The eight remaining are soon tried. Three, including Rhoades, are to be banished.The five others are condemned, including John Williams who had once served under Captain Morris, the famous buccaneer who killed the famous pirate Manoel Pardal Rivera, a Portuguese in the service of Spain. In 1682 Williams will again be in trouble for piracy, this time in Hartford, Connecticut.[iv]
The story does not end here. King Philip’s War breaks out, and Captain Moseley soon leads a company of volunteers, old soldiers, prisoners, and others against the Wampanoag leader [in this early example of unjust war against Native Americans]. The privateer earns a reputation for both courage and cruelty; his hatred of all Native Americans, friend or foe, is implacable. He is a butcher of men. In this company sometimes called “Moseley’s Privateers” are several condemned men condemned for piracy. Among these is Captain Andreson, who is soon commended for his bravery in the field in both Moseley’s and Wheeler’s companies, and pardoned. Captain Roderigo serves in Captain Scottow’s company, and similarly distinguishes himself and is likewise pardoned. King Philip’s War has everyone’s attention–none of the condemned are ever put to death.[
Pirates & Puritans
Moving into the early eighteenth century, a period of fascination for many–the time of Blackbeard, Roberts, and their ilk–, I won’t add much on them for now. Their Puritan and Massachusetts contacts were largely associated with piracies in local waters, and, quite deservedly, hangings for such crimes. I’m much less interested in these pirates, considering them little more than thugs with armed ships. Largely composed of privateers angry at losing their traditional trade in a depressed economy when peace arrived, they made no significant attacks by land, ran from most fights with naval vessels and others armed against them, lost nearly all fights with the English navy, and succeeded largely because there wasn’t an adequate local naval presence.
Their entire reputation in the Anglo-American community is based largely on the fact that they had great early publicity (Charles Johnson) which Hollywood adopted and expanded; talked bigger and badder than they really were; captured a large number of vessels (but mostly by frightening poor merchant crews into submission); and, frankly, because their make-up was largely Anglo-American (none of those French or other foreigners to share the credit with). As for their purported colorblindness toward people of darker skins: it didn’t really exist. They were inveterate slavers, just like honest seamen were. For reasons of cognitive dissonance I think (we like pirates but need to rationalize much of their behavior so we don’t feel bad about liking them), these pirates have been variously turned into social and political rebels, “knights of the sea,” and persecuted “good guys.” In fact, although there is always some small kernel of truth to all of these imaginings, it is not enough to change the simple fact that these men were armed thieves at sea, willing to use violence against innocent seamen and passengers.
I’ve dealt thoroughly with these issues in The Golden Age of Piracy.
For those interested, I highly recommend George Francis Dow and John Henry Edmonds, The Pirates of the New England Coast 1630-1730, 1923. It’s a fun read with plenty of excerpts from original accounts.
If I do have an interest in early eighteenth century piracy and Puritans, it’s with that grand old hypocrite and religious extremist, the Reverend Cotton Mather. An interesting and often despicable man, he celebrated the infamous witch trials, wrote an excellent but unpublished book on medical practice (including advice on getting fresh air and exercise, and not smoking), supported inoculation against smallpox in spite of strong opposition, and wrote and published books and pamphlets on a variety of subjects ranging from theology to history.
He also preached and published against pirates sentenced to hang in the early eighteenth century.
And hang them the devout New Englanders did.
Regarding citations, I have only used them in the case of quotations. Additional citations may be found in The Buccaneer’s Realm.
Copyright Benerson Little, 2007, 2018.
A brief place-holder blog post (and at the bottom a not quite shameless plug for Blood & Plunder by Firelock Games) while I finish several more challenging posts in the queue.
Before the advent of CGI, many swashbuckler films used models of ship and shore, along with full-size ships built on sound stages, to both recreate environments no longer available and also to save money. To some degree the early miniatures may seem quaint today, as compared to CGI, although in my opinion bad CGI is worse–more jarring to the eye–by far than an obvious model.
These old sets and scenes evoke nostalgia for the entire spectacle of old Hollywood swashbucklers: the cinemas with their great screens and clicking film projectors, the lasting impressions left by thundering broadsides and clashing swords, and above all the image of pirate ships in tropical waters.
For fun, here are a few.
Above, the Albatross, commanded by Capt. Geoffrey Thorpe (Errol Flynn) arrives in a secluded cove on the Isthmus of Panama in order to raid the silver trains. The film scenes set in the Old World are in black and white, while those in the Americas are in sepia.
Only the film title is actually based on the novel by Rafael Sabatini, which tells the story of an English gentleman who turns Barbary corsair in an act of revenge. The 1940 film is a not even thinly-veiled wartime propaganda piece, albeit an enjoyable one. English sea dogs are renamed in the scrip as patriotic sea hawks suppressed by treasonous machinations until the doughty hero (Errol Flynn) reveals the treachery and England arms the sea hawks against
Nazi Germany Imperial Spain. For more information try The Sea Hawk, edited by Rudy Behlmer. It’s a fun read for anyone interested in the script and the film’s history.
Next, we have the models of Port Royal and the French flagship used in the finale. This image is not of an actual scene from the 1935 Captain Blood starring Errol Flynn, Olivia de Havilland, and Basil Rathbone, but of the set prior to shooting.
Of course, the real Port Royal looked nothing like this. It was actually crammed with English-style brick buildings of two and even three floors, unlike this Southern California Spanish colonial revival-influenced town. But it’s sets like these in Hollywood swashbucklers that have influenced our notions of what the seventeenth century Caribbean looked like. In fact, the region at the time had a wide variety or environments and architectures.
Above we have the battle in Port Royal harbor during the finale of Captain Blood: the Arabella on the left versus the French flagship on the right. N. B. Royal sails (the smallest on the ship on the right, the fourth sail from the bottom) were not used in this era. Their use here is an anachronism. In fact, only exceedingly rarely was the topgallant sail (the third sail from the bottom, used on “tall ships” on the fore and main masts) seen on the mizzenmast or sprit-mast on the bowsprit. I know of only two seventeenth century instances, each noted as being highly unusual. One was Kidd’s Adventure Galley in the very late seventeenth century, the other was a Spanish ship in 1673.
A pirate ship under full sail in action against ships at anchor and shore targets during the finale of The Black Swan starring Tyrone Power and Maureen O’Hara. The film is based on the somewhat similar novel by Rafael Sabatini.
A pirate ship sailing into Cartagena de Indias under the guns of a castle in The Spanish Main starring Maureen O’Hara and Paul Henreid.
Over-large pirate ship and treasure ship of the “Great Mogul” in Against All Flags. The ships are engaged under full sail, a practice generally not seen in reality except in the case of a running fight, but quite common in Hollywood because it looks good. Here, both ships would have stripped to “fighting sail” for a variety of reasons, including simplified ship-handling in action. The film stars Errol Flynn, as Brian Hawke, in one of his last swashbucklers (followed finally by The Master of Ballantrae in 1953 and Crossed Swords in 1954). It also stars Maureen O’Hara wielding a sword as Prudence ‘Spitfire’ Stevens, something I always enjoy.
And now, a not quite shameless plug for Firelock Games’s Blood & Plunder tabletop war game of piracy and much, much more–one need not take the side of pirates to play. A full spectrum of peoples and forces are available.
Full disclosure: I’m the game’s historical consultant, and I thought it would be fun to compare the Blood & Plunder models to the film models above.
So, above and coming soon: a small Spanish galleon. Historically accurate, the model also evokes the best of old Hollywood swashbucklers.
A small Spanish frigate engaged with a French brigantine.
Spanish and French brigantines engaged near shore. Which is the pirate? (Answer: either could be!)
A small fluyt (in English a pink, in French a flibot, in Spanish an urqueta, on the left; a galleon at center; a brigantine on the right.
Close up action!
Brigantine crewed by, I believe, French flibustiers.
Copyright Benerson Little 2018. First posted April 16, 2018.
Jack Sparrow, Perhaps? The Origin of an Early “Hollywood” Pirate, Plus the Authentic Image of a Real Buccaneer
The illustration above was created in late 1926 or early 1927, and published in April of the latter year. Among its several pirate clichés (skull and bones on the hat, tattoos, curved dagger, long threatening mustache) is one I had thought was entirely modern: a pirate hair braid with coins attached.
Quite possibly, this coin braid is the artist’s idea of a pirate “love lock.” The love lock was popular among some young English and French gentlemen in the first half of the seventeenth century. Usually worn on the left side, it was typically tied with a ribbon, a “silken twist” as one author called it. Occasionally two were worn, one on each side as in the image below.
This “pirate love lock” is a noteworthy characteristic of the very Hollywood, very fantasy pirate Captain Jack Sparrow, and I wonder if this image did not inspire much of his look. Historically-speaking, though, there is no historical basis for it among pirates of the “Golden Age” (circa 1655 to 1725), although it’s possible there may have been a gentleman rover or two who wore one during the first half of the seventeenth century–but not a braid or lock with coins.
Of course, much of The Mentor pirate image above was clearly inspired by famous illustrator and author Howard Pyle, as shown below.
There’s a hint of N. C. Wyeth too, not surprising given that he was a student of Howard Pyle. However, Captain Peter Blood was a gentleman pirate, and the pirate on The Mentor cover is clearly not.
And Wyeth’s Captain Blood cover is clearly influenced by this 1921 cover he painted for Life magazine. In fact, less the goatee, the two buccaneers might be one and the same:
The Pyle influence continued through the twentieth century in film, illustration, and mass market paperbacks about pirates…
The Mentor illustration is also clearly influenced by Douglas Fairbanks’s 1926 film The Black Pirate, which was, according to Fairbanks himself, heavily influenced by Howard Pyle’s Book of Pirates and to a fair degree by Peter Pan.
Seriously, check out Fairbanks’s costume in the film, it’s obviously that of Peter Pan grown up. I have a soft spot for Douglas Fairbanks: my first fencing master, Dr. Francis Zold, described him as a gentleman and a swordsman, and described how Fairbanks invited the Hungarian fencers to his mansion Picfair (named after Fairbanks and his wife, Mary Pickford) after György Jekelfalussy-Piller won the gold saber medal at the 1932 Los Angeles Olympic Games.
And here, finally, we have Johnny Depp as Jack Sparrow in the flesh, braids and such dangling from his hair, again for which there is no historical precedent among Golden Age pirates that we know of. It’s hard to see how Depp’s costume, in particular his hair, might not have been influenced by the illustration at the top of the page. If it weren’t, it’s quite a coincidence.
As noted, it’s entirely possible that the Pirates of the Caribbean: The Curse of the Black Pearl costume designers never saw the image at the top of the page. They may have imagined it themselves, or been influenced by something else. A very likely possibility is Donald O’Connor in the 1951 film Double Crossbones, a campy pirate comedy that makes fun of nearly all pirate clichés.
Although this may seem to be little more than coincidence, there are other similarities between the two films, strongly suggesting the writers and costume designers were familiar with it. In particular, O’Connor plays a shy, somewhat bumbling shopkeeper’s apprentice in love with the governor’s beautiful ward, and she with him. Due to difference in social class he’s unwilling to express his love openly until by accident he becomes a pirate. Sound familiar? Even the costumes of the governor’s ward (Lady Sylvia Copeland, played by Helena Carter) are similar (homage-fashion?) to those of Elizabeth Swann, played by Keira Knightley. If not the Pirates of the Caribbean costume designer, then perhaps the Double Crossbones costume designer was familiar with the image at the top of the page.
Of course, all this so far is “Hollywood,” for lack of a better term. There are a number of serious groups of reenactors, scholars, and others trying to correct the false historical image, all with varying degrees of accuracy, agreement and disagreement, and success.
Hollywood has yet to get aboard, no matter whether in pirate films and television series, or often any film or television set prior to the nineteenth century for that matter, probably because it’s easier to play to audience expectations (and, unfortunately, much of the audience doesn’t really care), not to mention that there’s a tendency or even a fad among costume designers to do something that “evokes” the image or era rather than depict it accurately, not to mention the time and other expense of researching, designing, and creating costumes from scratch when there are costumes “close enough,” so to speak, already in film wardrobes.
Here’s a hint, Hollywood: you can start by getting rid of the “pirate boots.” They didn’t exist. They’re actually based on riding boots, and a pirate would only be in riding boots if he were on a horse–and horses aren’t often ridden aboard ship. Further, you can get rid of the baldrics in most cases, exceptions being primarily for gentlemen pirates wearing smallswords into the 1680s, no later. (You can have some Spanish pirates with rapiers wear baldrics after this, though.) And for that matter, you can get rid of wide belts and large belt buckles too. But if nothing else, please, please get rid of the boots, which, if I recall correctly, a UK journalist once correctly described as nothing more than fetish-wear.
Full disclosure: I was the historical consultant to Black Sails, a great show with a great cast and crew, but I had nothing to do with the costuming, much of which is considered as near-blasphemy by advocates of historical accuracy in material culture in television and film. That said, the show is a fictional prequel to a work of fiction that variously created or expanded some of our biggest myths about pirates–buried treasure, the black spot, and so on. Looked at this way, if you can accept the story you can probably tolerate the costuming.
I’ve discussed what real pirates and buccaneers looked like several times, not without some occasional minor quibbling by other authorities. The Golden Age of Piracy has some details, as do two or three of my other books, but several of my blog posts also discuss some of the more egregious clichés, with more posts on the subject to come.
At any rate, here’s an image of a real buccaneer, a French flibustier in fact, from the 1680s. It’s an eyewitness image, one of only a handful of authentic eyewitness images of “Golden Age” sea rovers. It and the others prove that an image may evoke swashbuckling pirates while still being entirely accurate.
Copyright Benerson Little 2018. First published January 23, 2018. Last updated April 4, 2018.
Following close upon the heels of my last post, here’s an excuse to riff a bit more on the use of click-bait, plus correct some recent misunderstandings about pirates and the books they might or might not have read, plus speculate on what they might have done with them, and why–and also learn a little bit about breech-loading swivel guns.
The inspiration for this post is, again, an exaggerated article title, in this case from the Associated Press via The Washington Post, but the material has been published in quite a few various media. The article itself is pretty straight forward. It’s the misconceptions the click-bait-ish title creates that I have some disagreement with, particularly when combined with superficial reading or analysis:
In short, archaeologists investigating the likely wreck of the Queen Anne’s Revenge, commanded by Edward Teach or Thatch, aka Blackbeard, discovered pages from a book, identified as A Voyage to the South Seas, and Round the World, Peform’d in the years 1708, 1709, 1710 and 1711 by Captain Edward Cooke, stuffed in the chamber from a breech-loading swivel gun. From this some possible conclusions have been drawn, and I’ve drawn a few in addition.
It will help to understand how a breech-loading swivel worked. Generally referred to as a paterero (with variant spellings), from the Spanish pedrero, or rock-shooting swivel gun (formerly they were often loaded with stone shot or bags of flint shards), it was occasionally also referred to as a chamber, given that it was loaded via removable chambers rather than have charges rammed down the barrel from the muzzle.
Patereros were often of wrought iron, as in the photographs farther down, but could also be of “brass” (actually bronze, see the photo just below), which was much more expensive. Typically there were two chambers per gun (one in the gun, one to swap it with when fired), but this could vary. Given that the chamber volume was often larger than the required charge of powder, a wad or a wooden tompion of sorts, or both, was stuffed over the powder charge in order to keep it place, effectively tamping it down so that the burning powder (technically gunpowder deflagrates, it doesn’t burn fast enough to explode) had maximum effect, not to mention didn’t spill out.
The gunner first placed his shot, usually with an oakum wad in front and behind, into the barrel from the breech, then placed the chamber into the breech and hammered an iron or brass wedge in place behind it to keep the chamber in place and especially to prevent it from blowing back when the charge was fired. Patereros are noted in period writings, and also observed in modern practice (see image below), as having a lot of blow-back of embers and smoke into the gunner’s face, given the poor seal between the chamber and the gun itself.
A legible book fragment found in a swivel gun breech is in fact a fascinating find, like finding a bit of true pirate treasure, and full credit and congratulations go to the archaeologists who made and researched the discovery.
However, it’s important to note the following about the facts in this instance of pirates, books, and Blackbeard’s ship:
1. While the wreck is most likely that of the Queen Anne’s Revenge, this has not yet been proven beyond all doubt. Associated scholars and researchers have accepted it as the wreck of Blackbeard’s ship based on its characteristics and the fact that it probably could be no other. However, nothing recovered from the ship proves it belonged to Blackbeard and his crew. Notably, pronouncing it as Blackbeard’s ship gives it a cachet useful in fundraising and attracting tourists. In other words, it’s possible that the fragment had nothing to do with pirates. However, I think it likely that the ship was Blackbeard’s and thus the fragment therefore probably did have something to do with pirates.
2. Still, even if it is Blackbeard’s ship, we have no way of knowing who stuffed the chamber with pages from a book. Possibly it could have been the French gunner or one of his mates who did so before Blackbeard and his crew captured the ship, having no use for a book in English. Or the chamber could have been captured from another vessel and brought aboard just as it was eventually found at the bottom of the sea.
However, I think these are lesser possibilities. Chances are, even a lazy pirate gunner would probably have cleaned and inspected a captured swivel gun and its chambers at some point. Although it’s commonly believed that pirates captured most merchantmen after a fight, this was not the reality: nearly all merchantmen in the early eighteenth century surrendered to pirates without a fight. And that’s what pirates wanted.
So, while it’s possible, even very much so, that the swivel gun chamber was never fired in anger by a pirate, I think it still likely that a pirate gunner at least inspected and maintained it, lazy though the early eighteenth century pirates typically were, except in the case of maintaining their personal arms (which was, I suspect, probably as much of a fetish behavior as a practical one, given how seldom they actually used them in action).
3. If it were Blackbeard’s gunner or one of the gunner’s mates (note that aboard ships a cannon is called a gun) who stuffed the chamber with pages torn from a book, what does this tell us about pirate reading habits in general?
A bit of background. Some seamen, therefore some pirates, were illiterate. But the various officers responsible for navigation, gunnery, and so forth were all readers and to a fairly substantial degree, mathematically-inclined. They had to be. And any seamen hoping to advance from mate to master had to know how to read. Books were common aboard ships, and published accounts of voyages were common in seagoing libraries for the simple reason that they provided “intelligence” about places that might be visited. Remember, there was no Internet, there was no easy access to accurate (and just as often today, inaccurate) information.
In fact, some late seventeenth century buccaneers were published writers, describing their travels and adventures, often quite factually, occasionally with some apparent exaggeration: for example, Alexandre Exquemelin, William Dampier, Bartholomew Sharp, Basil Ringrose, William Dick, and Lionel Wafer.
What the pages of a book–and we’re assuming the book was not used because it had been damaged beyond all use, but was in readable condition–used in a swivel gun (technically, a paterero) chamber might tell us about pirate reading habits is that…
SOME PIRATES HAD NO RESPECT FOR BOOKS.
But we already know this. Often, when ransacking a captured vessel, early eighteenth century pirates would trash everything aboard, randomly and ruthlessly. At times this included books.
In the words of Captain William Snelgrave, master of a slaver captured by pirates on the Guinea Coast in 1719: “Moreover two large Chests that had Books in them were empty; and I was afterwards informed, they had been all thrown overboard; for one of the Pirates, upon opening them, swore, “there was Jaw-work enough (as he called it) to serve a Nation, and proposed they might be cast into the Sea; for he feared, there might be some Books amongst them, that might breed Mischief enough; and prevent some of their Comrades from going on in their Voyage to Hell, whither they were all bound. Upon which the Books were all flung out of the Cabin-windows into the River.” (William Snelgrave, A New Account of Some Parts of Guinea [London: James, John, and Paul Knapton, 1734].)
Piratical Fahrenheit 451 by any other name! The destruction of books for social or political purpose!
And the same with the pages in the swivel chamber, burned to hell, so to speak, when the gun would have eventually been fired.
And why wouldn’t these pirates want their brethren to read? In part, because many had been physically or psychologically abused into joining the crew. Unlike the late seventeenth century buccaneers, who never forced men to join (slaves and the occasional Spanish pilot excepted) and who let men leave the crew when the pleased (as long as they paid for their victuals), the early eighteenth century pirates operated more like gangs, intimidating seamen into joining and forcing them to stay for the duration. Other pirates, including some of those who had joined without coercion, may have been souring on the idea of piracy and were likely candidates for desertion. Reading material might have reminded them of what they had left behind, or of consequences, or both.
Chances are, the book used in the chamber was taken from a prize, as with Snelgrave’s library above. It’s possible that it may have been damaged during plundering then put to use as trash paper in a chamber. Or, it may first have been read by a pirate or by a few. Or, I think more likely, by none at all. But we have no way of knowing.
However, there is another intriguing possibility. Following the example Snelgrave gave of pirates and books, it’s quite possible that Blackbeard’s crew, if indeed the gun belonged to them, might not have cared much for the book from which the fragment came. It was written by the captain of the Duchess privateer, whose consort, the Duke, was commanded by Woodes Rogers, who would later go on to become Governor of New Providence–and chase pirates, Blackbeard included, from the island.
In sum, the point of all this is that the article title is a little bit misleading. And unfortunately, many readers these days seem to me to read the title, glance at the first paragraph, and that’s it. And this isn’t enough! Especially when too many readers don’t even read much past the title before “sharing” it. It’s vital that titles reflect the text as accurately as possible, and that the text avoid playing to expectations rather than serving the truth.
Even if we read the entire article, at best the facts about the book fragment can tell us nothing more than what we already knew: that published voyage journals were common reading, for a reason, among seafarers, and that some pirates had no respect for books. Anything beyond this, however intelligent, is speculation.
This is not to put a damper on the excitement of finding readable text from pages stuffed in a swivel chamber that has sat under the sea for three centuries. But we need to stick as much as possible to facts, not fancy, particularly in this age of misinformation amplified by modern technology. Even is a subject as colorful, popular, and full of misconceptions as piracy. Or rather, especially so.
Copyright Benerson Little 2018. First published January 18, 2018.
Just for fun: Samurai underwater combat! Imagined underwater fighting, both via surface supplied air (“deep sea diving”) and free swimming descents, during the very real Battle of Yalu River in 1894. Japanese forces defeated a Chinese fleet in a very close battle during the First Sino-Japanese War. The underwater imagery is, of course, quite imaginary but also quite cool.
A few quick notes on the use of the word pirate when the term privateer is appropriate.
It’s a minor issue, I know, this particular instance of the practice known today as “click-bait.” The practice has been around a long time, not only in political rhetoric but in marketing as well. But it has grown much worse over the past decade, and, given the state of affairs today in regard to the truth, in which outright lies often pass with too little outcry, and, almost as bad, in which mere unfounded opinion is often given equal time with solid expertise, any egregious usurpation of fact or meaning should be shunned–even in such a trivial-seeming matter of pirate versus privateer.
I am not entirely innocent of the charge myself, but in my defense it’s not been an egregious offense, and one generally committed by my publishers primarily because the word pirate is so marketable, not to mention that publishers invariably retain the right to change or even outright reject the author’s title.
For example, The Sea Rover’s Practice: Pirate Tactics and Techniques is actually about the tactics of pirates, privateers, and commerce-raiding men-of-war. But pirate is the word used in the subtitle, a decision made by my publisher. Likewise The Buccaneer’s Realm: Pirate Life on the Spanish Main 1674-1688: buccaneers were often pirates, but also often legitimate privateers as well as what might best be termed “quasi-privateers” or “quasi-pirates” operating without a legitimate commission but with a “wink and a nod” from their respective governments. Pirate Hunting: The Fight Against Pirates, Privateers, and Sea Raiders From Antiquity to the Present also discusses privateers, commerce raiders, and even early submarines. The Golden Age of Piracy is the most accurate, but, as noted already, even buccaneers were often privateers.
Strictly speaking, piracy is armed robbery on the open seas. In the past, it was armed robbery pretty much anywhere there was ocean or land touching the ocean, at least if the thieves came by sea. Not just a crime, but a hanging crime, in other words.
Privateering, however, derives from private man-of-war, a vessel commissioned by a legitimate state to attack enemy shipping and profit from it. Lawful plundering, in other words, an entirely legal practice. A privateer might be imprisoned by the enemy if captured, but he wouldn’t be tried and hanged for piracy.
I’ve made plain in print many times that there is plenty of overlap among the various sorts of sea rover, that is, among pirates, privateers, and commerce-raiding men-of-war. That said, in most cases during the Golden Age of Piracy (circa 1655 to 1725) and afterward, the overlapping is much less common. In particular, the distinction is readily apparent everywhere except in the case of Caribbean buccaneers during the Golden Age (and strictly speaking, the only period in which true buccaneers existed).
In other words, in the majority of cases the distinction between pirate and privateer is obvious. Privateers in no ways considered themselves to be pirates, nor did anyone else except in a figurative sense by some of their their victims. Only if a privateer had overstepped his lawful authority and entered the realm of piracy might he be considered a pirate. Privateers did not claim to be pirates. Rather, they rejected the term outright. You’d get into a fight if you called a privateer a pirate, quite possibly a fatal one in the form of a duel.
So how does the use of the word pirate in the title of my books, and in similar books, differ from books and articles in which pirate is used as a term for privateer? Because my books and others like them are largely about piracy. Were they largely about privateering, the word privateering, not piracy, would appear in the titles.
Pirate and piracy have become romantic words, so it’s easy to see why they’re used whenever possible, however tenuous the connection to the subject. They’re therefore commonly used as umbrella terms for anything resembling plundering at sea, lawful or not. And they’re used in spite of the reality of piracy being anything but romantic to the usually entirely innocent victims: common seamen, coastal inhabitants, free people of color taken and sold as slaves by pirates, not to mention slaves captured by pirates and sold elsewhere, often away from their families.
In fact, it should be privateering and pirate hunting that convey the most romance, with piracy conveying revulsion, as it did in the past.
But it’s the caricature that matters: the word pirate conveys the image that draws the eye, and the description the ear.
Part of the problem with the lure of the word is that piracy has been re-interpreted as a form of rebellion against injustice. Pirates, we are told by too many scholars both amateur and professional, were rebels against empire, against unfair corporate practices, even–falsely–rebels against slavery. They are mostly the “good guys.” We are told that they may even have helped inspire the American Revolution and that they even threatened the existence of the English and other empires. Although there are occasional fragments of related truth in these claims, none of them are profoundly true or even slightly more than less true. They are not even as true as the suggestion that privateers were a form of pirates.
The fact is, we’re attracted to pirates so we sanitize them, we invent reasons, and let others invent reasons, why they weren’t as bad as they were. We make them palatable.
But to reemphasize, pirates were sea criminals, and in no way did their victims view them as heroes. Simply reading through a list of pirate cruelties and other depredations should be enough to correct the false image–but seldom does it. Privateers, although some did break the law at times, were by comparison Boy Scouts.
There are periods in history in which some groups of commissioned privateers behaved piratically: Spanish Caribbean privateers in the Golden Age, French and English buccaneers in the Golden Age, Colombian privateers during the South American wars of revolution (and likewise Spanish men-of-war fighting Colombian privateers), for example. But they are in the minority as compared to the enormous number of commissioned privateers, and when privateers did commit piratical acts, they were considered to be pirates. However, the majority of privateers behaved lawfully or largely lawfully, restricting their attacks to enemy shipping as permitted by law. The majority of privateers should never be referred to as pirates, nor should the term pirate be a catch-all for any sea rover, legitimate or other.
The inspiration for this post–not that it hasn’t always been on my mind in a small, usually resigned, way–was a recent NPR “All Things Considered” segment: How Pirates Of The Caribbean Hijacked America’s Metric System. The segment does note that:
“And you know who was lurking in Caribbean waters in the late 1700s? Pirates. ‘These pirates were British privateers, to be exact,’ says Martin. ‘They were basically water-borne criminals tacitly supported by the British government, and they were tasked with harassing enemy shipping.'”
But the privateers were not tacitly supported by the British government, that is, with implied consent. Rather, they were officially supported, they had explicit consent. They were not pirates, notwithstanding some critics who considered that privateering was in some ways piracy legitimized.
Bad history and click-bait are a common combination these days, although the example above is not by far one of the many egregious examples. Still, it is hard to imagine that the word pirate was used for any reason other than to draw the reader or listener in. Worse, the phrase used in the title is “Pirates of the Caribbean,” conjuring up images of romantic buccaneers, not to mention fantasy pirates like Jack Sparrow.
The correct title of the NPR segment should have been “How Privateers Hijacked America’s Metric System.” But this has much less cachet, and is far less likely to get someone to click on the published article and read it, or tune in later to listen. The title is actually a bit doubly misleading: did the capture of a metric weight really keep the new US from considering the metric system? Or was it, as the segment does note it might have been, just a missed opportunity?
I emailed All Things Considered on this minor matter several days ago. I haven’t heard back, even though I noted my several works on the subject of piracy and privateering. Perhaps the editors found the word click-bait offensive, or the fact that I pointed out that pretty much the same article ran in The Washington Post this past September on Talk Like a Pirate Day.
I’m not singling out NPR, this is just the most recent example I have at hand. I like NPR and have been a listener off and on for decades (mostly depending on how often I’m in my Jeep). But facts are facts, and when they’re imposters it doesn’t matter who the offender is–the offense needs to be pointed out.
The difference might be a non-issue with an educated audience, one that understands the difference between pirate and privateer. But today too many people are getting their education, such as it is, from click-bait articles on social media–articles that are ultimately misleading.
While this may seem to be nothing more than quibbling, it remains vital for the sake of truth to get facts straight. And this includes word definitions because they’re the primary means of conveying factual meaning, aka facts. We’re overwhelmed today not only with obvious liars and subtle liars, but with a large segment of society who excuse loose meaning and interpretation as a means of getting attention. It’s not only ideologues and Mammon’s imps who play fast and loose with the truth anymore, but every know-nothing and know-a-little know-it-all considers his or her wrong-headed opinion to be equal to that of the knowledgeable, facts be damned. And the disease is spreading to mainstream educated society: the Internet is making everyone lazy. How to stop this? By using facts to point out errors, misconceptions, and outright falsehoods.
For the privateer, definitions and facts made all the difference: it’s what kept him from being hanged as a pirate.
Copyright Benerson Little, January, 2018. First posted January 2, 2018.