Middle Passage


The average mortality in the Middle Passage is impossible to state accurately from the surviving records. Some famous voyages were made without the loss of a single slave. On one group of nine voyages between 1766 and 1780, selected at random, the vessels carried 2,362 slaves and there were no epidemics of disease. The total loss of slaves was 154, or about six and one-half per cent. That figure is to be compared with the losses on a list of twenty voyages compiled by Thomas Clarkson, the abolitionist, in which the vessels carried 7,904 slaves with a mortality of 2,053, or twenty-six per cent. Balancing high and low figures together, the English Privy Council in 1789 arrived at an estimate of twelve and one-half per cent for the average mortality among slaves in the Middle Passage. To this figure it added four and one-half per cent for the deaths of slaves in harbors before they were sold, and thirty-three per cent for deaths in the so-called “seasoning” or acclimatizing process, making a total of fifty per cent. If these figures are correct, only one slave was added to the New World labor force for every two purchased on the Guinea Coast.

To keep the figures in perspective, it might be said that the mortality among slaves in the Middle Passage was possibly no greater than that of white indentured servants or even of free Irish, Scottish, and German immigrants in the North Atlantic crossing. On the better-commanded Guineamen it was probably less, and for a simple economic reason. There was no profit on a slaving voyage until the Negroes were landed alive and sold; therefore the better captains took care of their cargoes. It was different on the North Atlantic crossing, where even the hold and steerage passengers paid their fares before coming aboard, and where the captain cared little whether they lived or died.

After leaving the Portuguese island of Sâo Tome—if he had watered there—a slaving captain bore westward along the equator for a thousand miles, and then northwestward toward the Cape Verde Islands. This was the tedious part of the Middle Passage. “On leaving the Gulf of Guinea,” says the author of a Universal Geography published in the early nineteenth century,”… that part of the ocean must be traversed, so fatal to navigators, where long calms detain the ships under a sky charged with electric clouds, pouring down by torrents of rain and of fire. This sea of thunder , being a focus of mortal diseases, is avoided as much as possible, both in approaching the coasts of Africa and those of America.” It was not until reaching the latitude of the Cape Verde Islands that the vessel fell in with the northeast trades and was able to make a swift passage to the West Indies.

Dr. Claxton’s ship, the Young Hero, was one of those delayed for weeks before reaching the trade winds. “We were so straightened for provisions,” he testified, “that if we had been ten more days at sea, we must either have eaten the slaves that died, or have made the living slaves walk the plank ,” a term, he explained, that was widely used by Guinea captains. There are no authenticated records of cannibalism in the Middle Passage, but there are many accounts of slaves killed for various reasons. English captains believed that;.t French vessels carried poison in their medicine chests, “with which they can destroy their negroes in a calm, contagious sickness, or short provisions.” They told the story of a Frenchman from Brest who had a long passage and had to poison his slaves; only twenty of them reached Haiti out of five hundred. Even the crudest English captains regarded this practice as Latin, depraved, and uncovered by their insurance policies. In an emergency they simply jettisoned part of their cargo.

Often a slave ship came to grief in the last few days of the Middle Passage. It might be taken by a French privateer out of Martinique, or it might disappear in a tropical hurricane, or it might be wrecked on a shoal almost in sight of its harbor. On a few ships there was an epidemic of suicide at the last moment.

These, however, were exceptional disasters, recounted as horror stories in the newspapers of the time. Usually the last two or three days of the passage were a comparatively happy period. All the slaves, or all but a few, might be released from their irons. When there was a remaining stock of provisions, the slaves were given bigger meals—to fatten them for market—and as much water as they could drink. Sometimes on the last day—if the ship was commanded by an easygoing captain—there was a sort of costume party on deck, with the women slaves dancing in the sailors’ castoff clothing. Then the captain was rowed ashore, to arrange for the disposition of his cargo.

This was a problem solved in various fashions. In Virginia, if the vessel was small, it might sail up and down the tidal rivers, bartering slaves for tobacco at private wharves. There were also public auctions of newly imported slaves, usually at Hampton, Yorktown, or Bermuda Hundred. In South Carolina, which was the great mainland slave market, the cargo was usually consigned to a commission merchant, who disposed of the slaves at auction, then had the vessel loaded with rice or indigo for its voyage back to England.