British Seafarers Research Articles

Mutiny on Trial: Law and Order among Seventeenth-Century Seafarers

Abstract This article offers a new interpretation of mutiny, and of the ways in which this concept was defined and implemented in maritime law during the seventeenth century. It particularly focuses on British seafarers and the evidence surviving in the papers of the English High Court of Admiralty, placed in a comparative perspective with reference to other states’ legal provision. Scholars of maritime social history have been particularly preoccupied with the idea of mutiny but have rarely provided a precise decision of it, or explored its legal intricacies, while generally basing their ideas on the increasingly punitive regulations issued by state navies. Some have presented mutiny as an essentially responsive action by which mariners expressed grievances and appealed to shared ideas of patriarchal justice. Others have found in mutiny the stirrings of a distinctively maritime tradition of political radicalism which fermented throughout the early modern period and ultimately contributed to the age of revolutions in the late eighteenth and early nineteenth centuries. Across this divide, most historians have concurred in presenting it as an extreme, and often violent, act of resistance to constituted authority. This article shifts our attention to the supposed origins of this authoritarian system in the seventeenth century and expands our analysis beyond the martial law of state navies, which applied only in a specific and limited number of ships. It begins by considering the fragmented nature of the multiple systems of national, municipal, military, and customary maritime laws which governed seafaring, arguing that even in naval law there was no consistent definition or prosecution of mutiny, and that the provisions of customary law (much more ubiquitous than naval law) were far less draconian than popular myth would suggest. The article then turns to the depositions of mariners presented in admiralty court cases to explore how seafarers themselves delivered narratives about their conduct at sea, countering accusations of mutiny levied by their employers. It is particularly important to take into account the legal purpose and context of these sources, which highlight disputes and divisions and where statements were strategically crafted – on both sides – to pursue certain objectives. Through this analysis of both legal codes and legal practice, this article demonstrates that authority and law at sea were not a simple matter of unconfined power meeting radical resistance, nor of acquiescence to established hierarchies. While conflict, mistreatment, and asymmetries of power were undoubtedly present in early modern seafaring, the evidence from the High Court of Admiralty shows that, even at sea, shipmasters’ and their crews’ actions were shaped by knowledge of maritime law. Moreover, seafarers and their employers (whether commercial or imperial) shared expectations about the limits of commanders’ power and about consensus and compromise aboard ship. Discussion and protest were only considered mutinous when a voyage failed and provoked recriminations over who should bear the fault and the cost: the consequences, more than the act itself, defined its legal status. This article therefore provides novel reflections on the social dimensions of maritime labour and the agency of early modern seafarers within imperial and legal systems.

‘We Are Making No Sailors’: Apprenticeship and the British mercantile marine 1840–1914

For more than a century and a half, apprenticeship was of fundamental importance to the recruitment and training of British seafarers. From the introduction of compulsory apprenticeship in 1703, through the removal of compulsion in 1850 and up to the outbreak of the First World War, tens of thousands of boys and young men served apprenticeships on British ships, making up a substantial proportion of the maritime labour force. Apprenticeship in the merchant shipping industry has received little attention and the whole question of maritime training remains under-researched. This article opens by revisiting the debates of the 1840s over the Navigation Laws and argues that shipowners’ attitudes to apprenticeship were ambivalent. It provides a survey of the decline and evolution of apprenticeship in the six decades following the repeal of the Navigation Laws, highlighting the unevenness of its decline and the existence of countervailing factors in some sectors. Finally, it examines the widespread concerns over the quality and skill of British seafarers and the impact of apprenticeship on recruitment to the Royal Navy.

Forgotten keyworkers: the experiences of British seafarers during the COVID-19 pandemic

AbstractDuring the COVID-19 pandemic the UK Government designated seafarers as keyworkers. This article explores their experiences in an industry operating under international legislation designed to ensure and maintain their employment and working conditions. Three hundred and fifty-two British seafarers completed an online questionnaire. The findings revealed two key themes: the erosion of the terms and conditions of those who work at sea, and the differing experiences of those who were precariously employed on single voyage contracts in comparison to those in permanent employment. In contrast with precariously employed individuals, more seafarers with permanent contracts were joining the vessel as normal and fewer were not being paid having been unable to join a ship as scheduled. In a similar vein, fewer permanently employed seafarers were adversely financially impacted during the pandemic. The article concludes that those with the weakest employment relationships have experienced the greatest challenges as a result of the COVID-19 pandemic–a scenario which was possible as a result of the limited enforcement of the regulatory framework intended to protect those who work at sea.

Raising Boys for the Navy: Health, Welfare, and the British Sea Services, 1870-1905.

Efforts to improve the quality and quantity of seafarers in the Royal Navy and merchant service became a particular concern amidst the degeneration debates of late-Victorian Britain. Maritime reformers not only promoted fitness in adult sailors, but also particularly sought to improve health and physique of boy recruits in order to rear a new generation of healthy sailors. This article shows how both services experimented with tighter admission criteria and dietary and exercise reforms, and became early advocates of using metrical standards to exclude all but the fittest, healthiest boys from training opportunities. While the physical monitoring of boy recruits undoubtedly showed the value of early lifestyle interventions in fostering healthy development, the rising physical standards of British seafarers in this period was just as much the result of restrictive medical examinations as a commitment to welfare initiatives.

In the inventories of deceased British merchant seafarers: Exploring merchant shipping and material culture, 1860–1880

Between 1860 and 1880, the years which hold the richest collection of log books at the Maritime History Archive in St. John’s, NL, an average of 4,400 seafarers died per year working in the British merchant marine. Each of these deaths potentially produced an inventory of effects showing the material wealth of working people at sea. These inventories reveal the material possessions of late nineteenth-century seafarers, particularly young working-class men who exposed themselves most to danger but also were the most numerous demographic. By analyzing both what these inventories contain, but also what inventories are missing, it is possible to understand material factors stemming from changing dynamics in a workforce undergoing technological and demographical change.

Causes and circumstances of maritime casualties and crew fatalities in British merchant shipping since 1925.

To determine the causes and circumstances of vessel accidents that led to fatalities in British merchant shipping since 1925, and among British seafarers who were employed in non-United Kingdom shipping since 1985. Secondly, to establish trends in vessel accidents and crew fatalities, and associations with type of casualty and location, type of ship, cargo carried and season. Reviews of annual mortality returns, marine accident investigation reports, death inquiry files, Lloyd's casualty returns, online newspapers, shipwreck websites and other searches over the period from 1925 to 2017 but excluding 1939 to 1946. The study identified 362 ship accidents in British shipping that led to 2760 crew and 605 passenger fatalities. There have been large reductions in both ship casualty and crew fatality rates, which have been greatest for vessels that were stranded, wrecked or foundered, particularly small coastal trading cargo ships. Reductions since the 1980s have coincided with proportionate increases in ship accidents and consequential crew fatalities among British seafarers employed in 'open register' shipping. Strong seasonal and geographical patterns show that most fatalities through foundering or wrecking occurred during winter months around Europe. Reductions in ship accidents and crew fatalities reflect major developments and improvements in ship navigational aids, improvements in rescue services and ship designs, and reductions in the volume of small coastal trading ships. Some disasters in 'open registry' shipping occurred in controversial circumstances, suggesting that substandard shipping has been flagged out or that lower cost but less competent crews have been employed.

West Africa in the British Atlantic: Trade, Violence, and Empire in the 1640s

The importance of Africa and African agency in the formation of the Atlantic world is now widely acknowledged by historians, but Africa has drawn less attention than other regions in analyses of the British Atlantic. Drawing upon the nascent methodology of global microhistory, this article contributes to a scholarly rebalancing by examining two maritime lawsuits from the 1640s concerning British voyages to Senegambia and Sierra Leone, both of which resulted in conflict between British seafarers and with their African trading partners. A close study of the documents surviving from these lawsuits provides an unusually detailed glimpse of these particular moments of contact and violence across cultures. More fundamentally, such an approach illuminates the ocean-spanning networks within which these ventures took place, and reveals the ways in which British traders and sailors perceived trade in Africa within their own legal frameworks. This article argues that by the middle of the seventeenth century, as merchants and politicians in Britain began to imagine an Atlantic empire, trade in West Africa was an important part of their vision of the Atlantic world.

Workplace cosmopolitanization and "the power and pain of class relations" at sea

This article examines the "power and the pain of class relations" (Ortner 2006) through the experience of Scottish men working in the global shipping, offshore oil, and fishing industries: industries in which the nationality of workers has changed significantly since the 1980s. It combines recent anthropological literature on subjectivity and cosmopolitanism with a Marxist understanding of class as generated through differing relationships to production. The article describes how British seafarers have experienced the cosmopolitanization of their workplaces, as workers from Portugal, Eastern Europe, and the Philippines have been recruited by employers in order to reduce wages, working conditions, and trade union organization. Drawing on Therborn (1980), it concludes that the experiences gained through this process have led to the development of multiple and often contradictory subjectivities, which people draw on as they choose how to act in moments of crisis, and as they imagine possible futures.

(Mis)managing labour markets? The decline of the contemporary global labour market for British seafarers.

Purpose: The purpose of this article is to investigate the ways in which states are still significant actors in creating and shaping the nature and characteristics of global labour markets. My argument is demonstrated through an empirical case study of the global labour market for British seafarers. Problem Investigated: The last 30 years has witnessed a decimation of the number of employed British seafarers, particularly at lower rank levels, such as ratings. I contend that despite Britain's long and rich maritime history, the British state has not acted meaningfully to reverse the decline of British seafarers. The lack of meaningful action I contend is an attempt to crew British owned ships with cheaper seafaring labour from Asia, particularly south east Asia. In so doing the British state has contributed to the decline of a once thriving labour market. There has simultaneously been an upsurge in the employment of seafarers of other nationalities, and thus the creation of new labour markets in countries such as the Philippines. This paper is an attempt to understand some of the factors responsible for the decline of the British labour market for seafarers. Methodology and Approach: This paper is the outcome of a larger qualitative study undertaken for my doctoral thesis in industrial sociology which examined the transformation of the global labour market for South African, Filipino and British seafarers. The methodology consists of in depth interviews with maritime officials and trade union leaders. These were conducted in person in London, United Kingdom between 2005 and 2008. These interviews are supported by extensive literature and documentary research, to validate, support and test claims made by my interviewees. Implications and Value of the Research: The theoretical contribution of this paper is to reinsert the state more critically into the literature on labour markets. Empirically, seafaring labour markets are largely ignored by the disciplines of both sociology and commerce. The paper attempts to fill this gap by investigating a much neglected occupational sector. Very little empirical work is being done by South African researchers on global labour markets outside South Africa. This paper is therefore primarily addressed to a South African audience. Conclusion: The paper demonstrates that the state has to be a willing and active partner in ensuring employment security of its worker-citizens in global labour markets. The private sector and organised labour by themselves are unable or unwilling to prevent massive job losses without state intervention. As increasing numbers of workers join global labour markets, states need to become more involved rather than less involved in ensuring the stability of employment for their citizens.

Suicides among seafarers in UK merchant shipping, 1919-2005

Little has been reported on suicides among seafarers and how they have changed over time. To establish the causes, rates and trends in suicides at work among seafarers in UK merchant shipping from 1919 to 2005 and to compare suicide rates with the general UK population and with seafarers employed in non-UK shipping. Examination of seafarers' death inquiry files, death registers and death returns (for a total population of 11.90 million seafarer-years); literature reviews and national suicide statistics. The suicide rate (for suicides at work and unexplained disappearances at sea) in UK shipping fell from 40-50 per 100,000 in the 1920s to <10 per 100 000 in recent years, with an interim peak during the 1960s. Suicide rates were higher for ratings (all ranks below officers) than for officers, for Lascars (Asian seafarers) than for British seafarers and for older than for younger seafarers and were typically lower than those in Asian and Scandinavian merchant fleets. The suicide rate (for suicides at work) among seafarers was substantially higher than the overall suicide rate in the general British population from 1919 to the 1970s, but following reductions in suicide mortality among seafarers, it has become more comparable since. Although merchant seafaring was previously a high-risk occupation for suicides at work, there has been a sharp fall in the suicide rate in the past 40 years. Likely reasons for this include reductions over time in long intercontinental voyages and changes over time in seafarers' lifestyles.

Fatal work-related accidents in UK merchant shipping from 1919 to 2005

Historically, merchant seafaring was the most hazardous occupation in Britain. However, fatal accident rates have fallen sharply in the last 30 years. To establish the causes of all fatal accidents and their trends among seafarers who were employed in UK merchant shipping from 1919 to 2005 and to compare with those in the general workforce and in other industries. A historical study, based on examinations of death inquiry files from 1976 to 2005 and official mortality returns from 1919 to 1975, with a total population of 11.90 million seafarer-years at risk. From 1919 to 2005, there were 17,386 deaths from accidents in UK shipping, 6,074 from shipping disasters and 11,312 from personal accidents. Over time, there were large reductions in mortality rates for all the main types of fatal accident, except accidents on deck. Major causes of mortality from shipping disasters were vessels foundering in typhoons, storms and severe gales, explosions in cargo holds and collisions in poor visibility. Fatal accident rates were higher among British seafarers than among Lascars. The relative risk of an accident in UK shipping-compared with the general British workforce-was similar in 2001 to that in 1961. There have been major improvements in health and safety that have led to substantial reductions in fatal accident rates in UK merchant shipping throughout most of the last 90 years. This mirrors comparable improvements in the fatal accident rate among the general workforce of Great Britain.

The policy implications of market failure for the land-based jobs market for British seafarers

People with seafaring experience and skills are employed in the maritime sector of the UK economy in land-based jobs as well as in seagoing ones. This paper examines the balance of supply and demand in the land-based jobs market. It then considers the likely effects of a shortfall in the supply of British ships’ officers to fill net vacancies in jobs ashore, including the policy implications of this and the consequences for the economy's maritime skills base if the Government fails to act decisively now to correct market failure.

Occupational mortality among British merchant seafarers (1986-1995)

The decline of the British merchant fleet in recent years has led to an increasing proportion of British seafarers taking employment in flags of convenience and other foreign-registered vessels. It is then a matter of some importance as to whether the British seafarers who serve in foreign ships are at greater risk of mortality and, when fatalities do occur, whether the deaths are appropriately investigated. Using information obtained from files at the Registrar General for Shipping, the Marine Accident Investigation Branch and many Coroners, it is evident that British seafarers serving in foreign vessels were, during the study period 1986–1995, at greater risk of mortality through work-related accidents, suicides and unexplained disappearances at sea. Those serving in the British fleet, however, died more frequently through illnesses, and through off-duty accidents and drowning. When fatalities occurred in the British fleet, the relevant log book extracts were routinely deposited with the appropriate British authorities; for deaths in FOC vessels these documents were rarely forthcoming. While the deaths of British seafarers were investigated in the large majority of cases, foreign flag state authorities seldom conducted inquiries; it was the British authorities who usually conducted the investigations.

Africana Resources in the National Maritime Museum, Greenwich, England

Beginning in the latter part of the sixteenth century British naval and shipping interests gradually emerged as one of the major maritime forces operating in African waters and, by the end of the eighteenth century, British shipping dominated the export slave trade. The establishment of colonial plantation economies in the Americas, the global expansion of British political and commercial interests resulting from the Napoleonic Wars, and the anti-slave trade suppression campaign in the first three-quarters of the nineteenth century all brought British seafarers into intimate association with African peoples. This relationship became more intense with the scramble for colonial territories throughout the continent in the late nineteenth century.As a direct consequence of this extensive political and economic relationship a voluminous amount of documentary material exists. One of the principal depositories of this material is the National Maritime Museum (NMM) of Great Britain located in Greenwich, southeast of Central London. This essay reviews some of the documentary holdings found in the Library of the NMM, resources that scholars might find useful in reconstructing British maritime activities in relation to peoples of African descent. Located within the Museum its holdings include printed books and other printed materials, maps and atlases, rare and original manuscripts, ship's plans and drawings, collections on shipwrecks, piracy, and boats, together with various photographic and art collections. While the Library is free and open to the public, it is helpful to contact the Secretary of the NMM with a letter of introduction prior to a first visit.

Tony Lane, Grey dawn breaking: British merchant seafarers in the late twentieth century. (Manchester: Manchester University Press. 1986.) Pages xi + 192. £17.50 (hardback).

Tony Lane, Grey dawn breaking: British merchant seafarers in the late twentieth century. (Manchester: Manchester University Press. 1986.) Pages xi + 192. £17.50 (hardback).

Militancy and Inter-Union Rivalries in British Shipping, 1911–1929

The aim of this paper is to trace two processes, interconnected in a large measure, in the labour relations of the British shipping industry from 1911 to 1929. One is the gradual transformation of the policy of the Sailors' and Firemen's Union under Havelock Wilson from aggressive militancy to one of accommodation to the shipowners' point of view. The other process to be considered is the rise and fall of four rival organisations: the Cooks' and Stewards' Union, the British Seafarers' Union, the Amalgamated Marine Workers' Union, and finally the seamen's section of the Transport and General Workers' Union.