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Markets, Marginalization, and Maritime Violence in Late Medieval England

Investigating Violence at Sea

In 1343, more than 150 inhabitants of Great Yarmouth attacked two ships belonging to a certain Robert Morley that were anchored at the roadstead of Kirkley, a village ten kilometres to the south, and seized around £5,000 worth of goods.1 The assailants were members of the leading families of Great Yarmouth and ranged from ship owners and traders, to holders of political office (both royal and municipal), customs officers, bailiffs, and admirals. They were involved in the administration of justice, including as members of commissions appointed by the king or his chancery to investigate violence at sea. The victim, Morley, was also a familiar figure. He came from the local area, on the border between Suffolk and Norfolk, and was one of the most important landowners in the region. He also owned multiple merchant ships. In short, he was an important man in the early years of the war between the English and French kings, which had broken out in 1337. He had been appointed Admiral of the North several times by Edward III and had defended the Norfolk coast from a possible French invasion.2

The scene of the crime—a relatively unremarkable patch of water at first glance—plays an extremely prominent role in English sources from the fourteenth and fifteenth centuries as one of the key sites of economic activity in the region, as a place where customs were collected by the Crown and by local actors, and not least as a hotspot of maritime violence. The fact that Kirkley Roads became such a hotspot in the first place was due to the resource conflicts fought there between various actors from Great Yarmouth and other ports along the coast—specifically, over the catching and trading of herring.

Continue reading Markets, Marginalization, and Maritime Violence in Late Medieval England
  1. Calendar of the Patent Rolls Preserved in the Public Record Office: Edward III, 1343–1345 (London, 1902), 166–7, 168, 172, 385. []
  2. Graham Cushway, Edward III and the War at Sea: The English Navy, 1327–1377 (Woodbridge, 2011), 77, 91–2, 96, 114–16. []

The Concordia: A Global Microhistory of a Bremen Ship 

‘To the seventh interrogatory this deponent saith that . . . the said ship or vessell Concordia was bound to Cork in Ireland and from thence to Saint Eustatius aforesaid in the West Indies and from thence to Amsterdam in Holland and to no other port or places in her voyage and that . . . she carried from Bremen a cargo of linnen and pipe staves and delivered the same at Cadix in Spain from where she sailed in ballast to Saint Lucar in Spain and carried from thence a cargo of Lemons and Oranges and delivered the same in London aforesaid from whence she sailed in Ballast to Cork aforesaid and carried from thence a cargo of beef butter salmon candles soap and other goods . . . and delivered the same to Saint Eustatius aforesaid from whence she carried her present Cargo of Coffee and Cotton and no other goods.’1

This was the route and cargo of the Bremen three-master Concordia before its voyage came to an abrupt end in April 1758. On that day, the Concordia was captured by the John and Stephen, an English privateer ship, off the south coast of England at Beachy Head, which in those days was a notorious hotspot for privateering. The words quoted are excerpts from a witness statement by the Concordia’s captain, Arendt Buck, who was suspected of transporting French goods or even contraband—that is, military equipment—for the enemy. The ship had come from Sint Eustatius in the Caribbean, which was known for such goods at the time. In this period, France and England were bitter enemies, fighting against one another in the Seven Years War and the French and Indian War, which meant that almost every ship sailing by the coast of England at this time was captured. Privateering was a legitimate means of tactical warfare at sea in the early modern period, with the only condition being that the captured ship had to be an enemy vessel. This legitimacy was tested in court, with documents taken from the captured ships as evidence. If conclusive proof was found that the ship belonged to the enemy, it was declared a ‘prize’—legitimate booty—and was put up for auction with its cargo.

Continue reading The Concordia: A Global Microhistory of a Bremen Ship 
  1. Examination of Arendt Buck, master of the ship Concordia, 8 April, 1758, TNA, HCA 32/176. []

Māori Iwi, Quaker Whalers, and Missionaries at the Bay of Islands in Aotearoa/New Zealand (1790–1840)

Among the many records of the Church Missionary Society (CMS) held in the Cadbury Research Library at the University of Birmingham are minutes of a meeting of the CMS committee in London. At this meeting on 9 August 1819 the committee learned from a letter sent by the missionary Thomas Kendall that several whaling captains who had anchored in the Bay of Islands in Aotearoa/New Zealand ‘had been very kind to him and his colleagues’. The ‘Officers of the above ships’, Kendall continued, ‘conducted themselves towards them and the Natives in a most friendly manner; and parties of Sailors attended Divine Service, on the Sunday, when the weather would permit’, including one ‘Captain Swaine of the INDIAN’, a whaling ship.1

Continue reading Māori Iwi, Quaker Whalers, and Missionaries at the Bay of Islands in Aotearoa/New Zealand (1790–1840)
  1. Cadbury Research Library, University of Birmingham, CMS/G/C/4/155, CMS Committee Minutes, 9 Aug. 1819. []