Scenes and Characters of the Middle Ages / Third Edition

by Edward Lewes Cutts

n the remotest antiquity, before European civilisation dawned in Greece, Britain was already of some commercial importance. In those days, before the art of tempering iron was discovered, copper occupied the place which iron now fills. But an alloy of tin was requisite to give to copper the hardness and edge needed to fit it for useful tools for the artisan, for arrow and spear heads for the hunter, and for the warrior’s sword and shield; and there were only two places known in the world where this valuable metal could be obtained—Spain and Britain. For ages the Phœnician merchants and their Carthaginian colonists had a monopoly of this commerce, as they only had the secret of the whereabouts of the “Isles of Tin.” It is very difficult for us to realise to ourselves how heroic was the daring of those early adventurers. We, who have explored the whole earth, and by steam and telegraph brought every corner of it within such easy reach; we, to whom it is a very small matter to make a voyage with women and children to the other side of the world; we, who walk down to the pier to see the ships return from the under world, keeping their time as regularly as the Minster clock—we cannot comprehend what it was to them, to whom the tideless sunny Mediterranean was “The Great Sea,” about which they groped cautiously from one rocky headland to another in fine weather, and laid up in harbour for the winter; to whom the Pillars of Hercules were the western boundary of the world, beyond which the weird ocean with its great tides and mountain-waves stretched without limit towards the sunset; we cannot comprehend the heroic daring of the men who, in those little ships, without compass, came from the easternmost shores of the Great Sea, ventured through its western portal into this outer waste, and steered boldly northwards towards the unknown regions of ice and darkness.

Our readers will remember that Strabo tells us how, when Rome became the rival of Carthage, the Romans tried to discover the route to these mysterious islands. He relates how the master of a Carthaginian vessel, finding himself pursued by one whom the Romans had appointed to watch him, purposely ran his vessel aground, and thus sacrificing ship and cargo to the preservation of the national secret, was repaid on his return out of the public treasury.

The trade, which included lead and hides as well as tin, when it left the hands of the Phœnicians, did not, however, fall into those of the Romans, but took quite a different channel. The Greek colony of Marseilles became then the emporium from which the world was supplied; but the scanty accounts we have received imply that it was not conveyed there direct on ship-board, but that the native ships and traders of the Gallic towns on the coasts of the Continent conveyed the British commerce across the Channel, and thence transported it overland to Marseilles.

The Britons, however, had ships, and it is interesting to know of what kind were the prototypes of the vast and magnificent vessels which in later days have composed the mercantile navy of Great Britain. They were a kind of large basket of wickerwork, in shape like a walnut shell, strengthened by ribs of wood, covered on the outside with hides.[403] Such constructions seem very frail, but they were capable of undertaking considerable voyages. Pliny quotes the old Greek historian Timæus as affirming that the Britons used to make their way to an island at the distance of six days’ sail in boats made of osiers and covered with skins. Solinus states that in his time the communication between Britain and Ireland was kept up on both sides by means of these vessels. Two passages in Adamson, quoted by Macpherson,[404] tell us that the people sailed in them from Ireland as far as Orkney, and on one occasion we hear of one of these frail vessels advancing as far into the Northern Ocean as fourteen days with full sail before a south wind. The common use of such vessels, and the fact of this intercommunication between England and Ireland and the islands farther north, seem to imply, at least, some coasting and inter-insular traffic: ships are the instruments either of war or commerce.

The invasion of Julius Cæsar opened up the island to the knowledge of the civilised world, and there are indications that in the interval of a hundred years between his brief campaign and the actual conquest under Claudius, a commerce sprang up between the south and south-east of Britain and the opposite coasts of the Continent. In this interval the first British coinage was struck, and London became the chief emporium of Britain. When the island became a province of the Roman empire, active commercial intercourse was carried on between it and the rest of the empire. Its chief production was corn, of which large quantities were exported, so that Britain was to the northern part of the empire what Sicily was to the southern. Besides, the island exported cattle, hides, and slaves; British hunting dogs were famous, and British oysters and pearls. The imports would include all the articles of convenience and luxury used by the civilised inhabitants. We do not know with certainty whether this foreign commerce was carried on by British vessels or not. History has only preserved the record of the military navy. But when we know that the British fleet, which had been raised to control the piratical enterprises of the Saxons and Northmen, was so powerful that its admiral, Carausius, was able to seize upon a share of the empire, and that his successor in command, Allectus, was able, though for a shorter period, to repeat the exploit, we may conclude that the natives of the island must have acquired considerable knowledge and experience of maritime affairs, and were very likely to turn their acquirements in the direction of commerce. Many of the representations of Roman ships, to be found in works on Roman antiquities, would illustrate this part of the subject; we may content ourselves with referring the reader to a representation, in Witsen’s “Sheeps Bouw,” of a Roman ship being laden with merchandise: a half-naked porter is just putting on board a sack, probably of corn, which is being received by a man in Roman armour; it brings the salient features of the trade at once before our eyes.

The Saxon invasion overwhelmed the civilisation which was then widely spread over Britain; and of the history of the country for a long time after that great event we are profoundly ignorant.

It appears that the Saxons after their settlement in England completely neglected the sea, and it was not until the reign of Alfred, towards the end of the ninth century, that they again began to build ships, and not until some years later that foreign commerce was carried on in English vessels. In these later Saxon times, however, considerable intercourse took place with the Continent. There was a rage among Saxon men, and women too, for foreign pilgrimages; and thousands of persons were continually going and coming between England and the most famous shrines of Europe, especially those of Rome, the capital city of Western Christendom. Among these travellers were some whose object was traffic, probably in the portable articles of jewellery for which the Saxon goldsmiths were famous throughout Europe. It seems probable that some of these merchants were accustomed to adopt the pilgrims’ character and habit in order to avail themselves of the immunities and hospitalities accorded to them; and, perhaps, on the other hand, some of those whose first object was religion, carried a few articles for sale to eke out their expenses. This, probably, is the explanation of the earliest extant document bearing on Saxon commerce, which is a letter from the Emperor Charlemagne to Offa, King of the Mercians, in which he says: “Concerning the strangers, who, for the love of God and the salvation of their souls, wish to repair to the thresholds of the blessed Apostles, let them travel in peace without any trouble; nevertheless, if any are found among them not in the service of religion, but in the pursuit of gain, let them pay the established duties at the proper places. We also will that merchants shall have lawful protection in our kingdom; and if they are in any place unjustly aggrieved, let them apply to us or our judges, and we shall take care that ample justice be done them.” The latter clause seems clearly to imply that English merchants in their acknowledged character were also to be found in the dominions of the great Emperor.

The next notice we find of Saxon foreign commerce is equally picturesque, and far more important. It is a law passed in the reign of King Athelstan, between 925 and 950, which enacts that every merchant who shall have made three voyages over the sea in a ship and cargo of his own should have the rank of a thane, or nobleman. It will throw light upon this law, if we mention that it stands side by side with another which gives equally generous recognition to success in agricultural pursuits: every one who had so prospered that he possessed five hides of land, a hall, and a church, was also to rank as a thane.

The law indicates the usual way in which foreign commerce was carried on by native merchants. The merchant owned his own ship, and laded it with his own cargo, and was his own captain, though he might, perhaps, employ some skilful mariner as his ship-master; and, no doubt, his crew was well armed for protection from pirates. In these days a ship is often chartered to carry a cargo to a particular port, and there the captain obtains another cargo, such as the market affords him, to some other port, and so he may wander over the world in the most unforeseen manner before he finds a profitable opportunity of returning to his starting-place. So, probably, in those times the spirited merchant would not merely oscillate between home and a given foreign point, but would carry on a traffic of an adventurous and hazardous but exciting kind, from one of the great European ports to another.