[Sidenote: Decline of Merchant Guilds]

With the expansion of trade and industry in the thirteenth and fourteenth centuries the rule of the old merchant gilds, instead of keeping pace with the times, became oppressive, limited, or merely nominal. Where the merchant gilds became oppressive oligarchical a.s.sociations, as they did in Germany and elsewhere on the Continent, they lost their power by the revolt of the more democratic "craft gilds." In England specialized control of industry and trade by craft gilds, journeymen's gilds, and dealers' a.s.sociations gradually took the place of the general supervision of the older merchant gild. After suffering the loss of its vital functions, the merchant gild by the sixteenth century either quietly succ.u.mbed or lived on with power in a limited branch of trade, or continued as an honorary organization with occasional feasts, or, and this was especially true in England, it became practically identical with the town corporation, from which originally it had been distinct.

[Sidenote: Industry: the Craft Guilds]

Alongside of the merchant gilds, which had been a.s.sociated with the growth of commerce and the rise of towns, were other guilds connected with the growth of industry, which retained their importance long after 1500. These were the craft gilds. [Footnote: The craft gild was also called a company, or a mistery, or _metier_ (French), or _Zunft_ (German).] Springing into prominence in the thirteenth and fourteenth centuries, the craft gild sometimes, as in Germany, voiced a popular revolt against corrupt and oligarchical merchant gilds, and sometimes most frequently so in England--worked quite harmoniously with the merchant gild, to which its own members belonged. In common with the merchant gild, the craft gild had religious and social aspects, and like the merchant gild it insisted on righteous dealings; but unlike the merchant gild it was composed of men in a single industry, and it controlled in detail the manufacture as well as the marketing of commodities. There were bakers' gilds, brewers' gilds, smiths' gilds, saddlers' gilds, shoemakers' gilds, weavers' gilds, tailors' gilds, tanners' gilds, even gilds of masters of arts who const.i.tuted the teaching staff of colleges and universities.

When to-day we speak of a boy "serving his apprenticeship" in a trade, we seldom reflect that the expression is derived from a practice of the medieval craft gilds, a practice which survived after the gilds were extinct. Apprenticeship was designed to make sure that recruits to the trade were properly trained. The apprentice was usually selected as a boy by a master-workman and indentured--that is, bound to work several years without wages, while living at the master's house. After the expiration of this period of apprenticeship, during which he had learned his trade thoroughly, the youth became a "journeyman," and worked for wages, until he should finally receive admission to the gild as a master, with the right to set up his own little shop, with apprentices and journeymen of his own, and to sell his wares directly to those who used them.

This restriction of membership was not the only way in which the trade was supervised. The gild had rules specifying the quality of materials to be used and often, likewise, the methods of manufacture; it might prohibit night-work, and it usually fixed a "fair price" at which goods were to be sold. By means of such provisions, enforced by wardens or inspectors, the gild not only perpetuated the "good old way" of doing things, but guaranteed to the purchaser a thoroughly good article at a fair price.

[Sidenote: Partial Decay of Craft Gilds]

By the opening of the sixteenth century the craft gilds, though not so weakened as the merchant gilds, were suffering from various internal diseases which sapped their vitality. They tended to become exclusive and to direct their power and affluence in hereditary grooves. They steadily raised their entrance fees and qualifications. Struggles between gilds in allied trades, such as spinning, weaving, fulling, and dyeing, often resulted in the reduction of several gilds to a dependent position. The regulation of the processes of manufacture, once designed to keep up the standard of skill, came in time to be a powerful hindrance to technical improvements; and in the method as well as in the amount of his work, the enterprising master found himself handicapped. Even the old conscientiousness often gave way to greed, until in many places inferior workmanship received the approval of the gild.

Many craft gilds exhibited in the fifteenth and sixteenth centuries a tendency to split somewhat along the present lines of capital and labor. On the one hand the old gild organization would be usurped and controlled by the wealthier master-workmen, called "livery men,"

because they wore rich uniforms, or a cla.s.s of dealers would arise and organize a "merchants' company" to conduct a wholesale business in the products of a particular industry. Thus the rich drapers sold all the cloth, but did not help to make it. On the other hand it became increasingly difficult for journeymen and apprentices to rise to the station of masters; oftentimes they remained wage-earners for life. In order to better their condition they formed new a.s.sociations, which in England were called journeymen's or yeomen's companies. These new organizations were symptomatic of injustice but otherwise unimportant.

The craft gilds, with all their imperfections, were to continue in power awhile longer, slowly giving away as new trades arose outside of their control, gradually succ.u.mbing in compet.i.tion with capitalists who refused to be bound by gild rules and who were to evolve a new "domestic system," [Footnote: See Vol. II, ch xviii.] and slowly suffering diminution of prestige through royal interference.

[Sidenote: Life in the Towns]

In the year 1500 the European towns displayed little uniformity in government or in the amount of liberty they possessed. Some were petty republics subject only in a very vague way to an extraneous potentate; some merely paid annual tribute to a lord; some were administered by officers of a king or feudal magnate; others were controlled by oligarchical commercial a.s.sociations. But of the general appearance and life of sixteenth-century towns, it is possible to secure a more uniform notion.

It must be borne in mind that the towns were comparatively small, for the great bulk of people still lived in the country. A town of 5000 inhabitants was then accounted large; and even the largest places, like Nuremberg, Stra.s.sburg, London, Paris, and Bruges, would have been only small cities in our eyes. The approach to an ordinary city of the time lay through suburbs, farms, and garden-plots, for the townsman still supplemented industry with small-scale agriculture. Usually the town itself was inclosed by strong walls, and admission was to be gained only by pa.s.sing through the gates, where one might be accosted by soldiers and forced to pay toll. Inside the walls were cl.u.s.tered houses of every description. Rising from the midst of tumble-down dwellings might stand a magnificent cathedral, town-hall, or gild building. Here and there a prosperous merchant would have his luxurious home, built in what we now call the Gothic style, with pointed windows and gables, and, to save s.p.a.ce in a walled town, with the second story projecting out over the street.

The streets were usually in deplorable condition. There might be one or two broad highways, but the rest were mere alleys, devious, dark, and dirty. Often their narrowness made them impa.s.sable for wagons. In places the pedestrian waded gallantly through mud and garbage; pigs grunted ponderously as he pushed them aside; chickens ran under his feet; and occasionally a dead dog obstructed the way. There were no sidewalks, and only the main thoroughfares were paved. Dirt and filth and refuse were ordinarily disposed of only when a heaven-sent rain washed them down the open gutters constructed along the middle, or on each side, of a street. Not only was there no general sewerage for the town, but there was likewise no public water supply. In many of the garden plots at the rear of the low-roofed dwellings were dug wells which provided water for the family; and the visitor, before he left the town, would be likely to meet with water-sellers calling out their ware. To guard against the danger of fires, each munic.i.p.ality encouraged its citizens to build their houses of stone and to keep a tub full of water before every building; and in each district a special official was equipped with a proper hook and cord for pulling down houses on fire. At night respectable town-life was practically at a standstill: the gates were shut; the curfew sounded; no street-lamps dispelled the darkness, except possibly an occasional lantern which an altruistic or festive townsman might hang in his front-window; and no efficient police-force existed--merely a handful of townsmen were drafted from time to time as "watchmen" to preserve order, and the "night watch" was famed rather for its ability to sleep or to roister than to protect life or purse. Under these circ.u.mstances the citizen who would escape an a.s.sault by ruffians or thieves remained prudently indoors at night and retired early to bed. Picturesque and quaint the sixteenth-century town may have been; but it was also an uncomfortable and an unhealthful place in which to live.

TRADE PRIOR TO THE COMMERCIAL REVOLUTION

Just as agriculture is the ultimate basis of human society, so town- life has always been an index of culture and civilization. And the fortunes of town-life have ever depended upon the vicissitudes of trade and commerce. So the reviving commerce of the later middle ages between Europe and the East meant the growth of cities and betokened an advance in civilization.

[Sidenote: Revival of Trade with the East]

Trade between Europe and Asia, which had been a feature of the antique world of Greeks and Romans, had been very nearly destroyed by the barbarian invasions of the fifth century and by subsequent conflicts between Mohammedans and Christians, so that during several centuries the old trade-routes were traveled only by a few Jews and with the Syrians. In the tenth century, however, a group of towns in southern Italy--Brindisi, Bari, Taranto, and Amalfi--began to send ships to the eastern Mediterranean and were soon imitated by Venice and later by Genoa and Pisa.

This revival of intercourse between the East and the West was well under way before the first Crusade, but the Crusades (1095-1270) hastened the process. Venice, Genoa, and Pisa, on account of their convenient location, were called upon to furnish the crusaders with transportation and provisions, and their shrewd Italian citizens made certain that such services were well rewarded. Italian ships, plying to and from the Holy Land, gradually enriched their owners. Many Italian cities profited, but Venice secured the major share. It was during the Crusades that Venice gained numerous coastal districts and islands in the aegean besides immunities and privileges in Constantinople, and thereby laid the foundation of her maritime empire.

The Crusades not only enabled Italian merchants to bring Eastern commodities to the West; they increased the demand for such commodities. Crusaders--pilgrims and adventurers--returned from the Holy Land with astonishing tales of the luxury and opulence of the East. Not infrequently they had acquired a taste for Eastern silks or spices during their stay in Asia Minor or Palestine; or they brought curious jewels stripped from fallen infidels to awaken the envy of the stay-at-homes. Wealth was rapidly increasing in Europe at this time, and the many well-to-do people who were eager to affect magnificence provided a ready market for the wares imported by Italian merchants.

[Sidenote: Commodities of Eastern Trade]

It is desirable to note just what were these wares and why they were demanded so insistently. First were spices, far more important then than now. The diet of those times was simple and monotonous without our variety of vegetables and sauces and sweets, and the meat, if fresh, was likely to be tough in fiber and strong in flavor. Spices were the very thing to add zest to such a diet, and without them the epicure of the sixteenth century would have been truly miserable. Ale and wine, as well as meats, were spiced, and pepper was eaten separately as a delicacy. No wonder that, although the rich alone could buy it, the Venetians were able annually to dispose of 420,000 pounds of pepper, which they purchased from the sultan of Egypt, to whom it was brought, after a hazardous journey, from the pepper vines of Ceylon, Sumatra, or western India. From the same regions came cinnamon-bark; ginger was a product of Arabia, India, and China; and nutmegs, cloves, and allspice grew only in the far-off Spice Islands of the Malay Archipelago.

Precious stones were then, as always, in demand for personal adornment as well as for the decoration of shrines and ecclesiastical vestments; and in the middle ages they were thought by many to possess magical qualities which rendered them doubly valuable. [Footnote: Medieval literature is full of this idea. Thus we read in the book of travel which has borne the name of Sir John Maundeville: "And if you wish to know the virtues of the diamond, I shall tell you, as they that are beyond the seas say and affirm, from whom all science and philosophy comes. He who carries the diamond upon him, it gives him hardiness and manhood, and it keeps the limbs of his body whole. It gives him victory over his enemies, in court and in war, if his cause be just; and it keeps him that bears it in good wit; and it keeps him from strife and riot, from sorrows and enchantments, and from fantasies and illusions of wicked spirits. ... [It] heals him that is lunatic, and those whom the fiend torments or pursues."] The supply of diamonds, rubies, pearls, and other precious stones was then almost exclusively from Persia, India, and Ceylon.

Other miscellaneous products of the East were in great demand for various purposes: camphor and cubebs from Sumatra and Borneo; musk from China; cane-sugar from Arabia and Persia; indigo, sandal-wood, and aloes-wood from India; and alum from Asia Minor.

The East was not only a treasure-house of spices, jewels, valuable goods, and medicaments, but a factory of marvelously delicate goods and wares which the West could not rival--gla.s.s, porcelain, silks, satins, rugs, tapestries, and metal-work. The tradition of Asiatic supremacy in these manufactures has been preserved to our own day in such familiar names as damask linen, china-ware, j.a.panned ware, Persian rugs, and cashmere shawls.

In exchange for the manifold products of the East, Europe had only rough woolen cloth, a.r.s.enic, antimony, quicksilver, tin, copper, lead, and coral to give; and a balance, therefore, always existed for the European merchant to pay in gold and silver, with the result that gold and silver coins grew scarce in the West. It is hard to say what would have happened had not a new supply of the precious metals been discovered in America. But we are antic.i.p.ating our story.

[Sidenote: Oriental Trade-Routes]

Nature has rendered intercourse between Europe and Asia exceedingly difficult by reason of a vast stretch of almost impa.s.sable waste, extending from the bleak plains on either side of the Ural hills down across the steppes of Turkestan and the desert of Arabia to the great sandy Sahara. Through the few gaps in this desert barrier have led from early times the avenues of trade. In the fifteenth century three main trade-routes--a central, a southern, and a northern--precariously linked the two continents.

(1) The central trade-route utilized the valley of the Tigris River.

Goods from China, from the Spice Islands, and from India were brought by odd native craft from point to point along the coast to Ormuz, an important city at the mouth of the Persian Gulf, thence to the mouth of the Tigris, and up the valley to Bagdad. From Bagdad caravans journeyed either to Aleppo and Antioch on the northeastern corner of the Mediterranean, or across the desert to Damascus and the ports on the Syrian coast. Occasionally caravans detoured southward to Cairo and Alexandria in Egypt. Whether at Antioch, Jaffa, or Alexandria, the caravans met the masters of Venetian ships ready to carry the cargo to Europe.

(2) The southern route was by the Red Sea. Arabs sailed their ships from India and the Far East across the Indian Ocean and into the Red Sea, whence they transferred their cargoes to caravans which completed the trip to Cairo and Alexandria. By taking advantage of monsoons,--the favorable winds which blew steadily in certain seasons,--the skipper of a merchant vessel could make the voyage from India to Egypt in somewhat less than three months. It was often possible to shorten the time by landing the cargoes at Ormuz and thence dispatching them by caravan across the desert of Arabia to Mecca, and so to the Red Sea, but caravan travel was sometimes slower and always more hazardous than sailing.

(3) The so-called "northern route" was rather a system of routes leading in general from the "back doors" of India and China to the Black Sea. Caravans from India and China met at Samarkand and Bokhara, two famous cities on the western slope of the Tian-Shan Mountains. West of Bokhara the route branched out. Some caravans went north of the Caspian, through Russia to Novgorod and the Baltic. Other caravans pa.s.sed through Astrakhan, at the mouth of the Volga River, and terminated in ports on the Sea of Azov. Still others skirted the sh.o.r.e of the Caspian Sea, pa.s.sing through Tabriz and Armenia to Trebizond on the Black Sea.

The transportation of goods from the Black Sea and eastern Mediterranean was largely in the hands of the Italian cities,[Footnote: In general, the journey from the Far East to the ports on the Black Sea and the eastern Mediterranean was performed by Arabs, although some of the more enterprising Italians pushed on from the European settlements, or _fondachi_, in ports like Cairo and Trebizond, and established _fondachi_ in the inland cities of Asia Minor, Persia, and Russia.]

especially Venice, Genoa, Pisa, and Florence, although Ma.r.s.eilles and Barcelona had a small share. From Italy trade-routes led through the pa.s.ses of the Alps to all parts of Europe. German merchants from Nuremberg, Augsburg, Ulm, Regensburg, and Constance purchased Eastern commodities in the markets of Venice, and sent them back to the Germanies, to England, and to the Scandinavian countries. After the lapse of many months, and even years, since the time when spices had been packed first in the distant Moluccas, they would be exposed finally for sale at the European fairs or markets to which thousands of countryfolk resorted. There a n.o.bleman's steward could lay in a year's supply of condiments, or a peddler could fill his pack with silks and ornaments to delight the eyes of the ladies in many a lonesome castle.

[Sidenote: Difficulties of European Commerce]

Within Europe commerce gradually extended its scope in spite of the almost insuperable difficulties. The roads were still so miserable that wares had to be carried on pack-horses instead of in wagons. Frequently the merchant had to risk spoiling his bales of silk in fording a stream, for bridges were few and usually in urgent need of repair.

Travel not only was fraught with hardship; it was expensive. Feudal lords exacted heavy tolls from travelers on road, bridge, or river.

Between Mainz and Cologne, on the Rhine, toll was levied in thirteen different places. The construction of shorter and better highways was blocked often by n.o.bles who feared to lose their toll-rights on the old roads. So heavy was the burden of tolls on commerce that transportation from Nantes to Orleans, a short distance up the River Loire, doubled the price of goods. Besides the tolls, one had to pay for local market privileges; towns exacted taxes on imports; and the merchant in a strange city or village often found himself seriously handicapped by regulations against "foreigners," and by unfamiliar weights, measures, and coinage.

Most dreaded of all, however, and most injurious to trade were the robbers who infested the roads. Needy knights did not scruple to turn highwaymen. Cautious travelers carried arms and journeyed in bands, but even they were not wholly safe from the dashing "gentlemen of the road." On the seas there was still greater danger from pirates. Fleets of merchantmen, despite the fact that they were accompanied usually by a vessel of war, often were a.s.sailed by corsairs, defeated, robbed, and sold as prizes to the Mohammedans. The black flag of piracy flew over whole fleets in the Baltic and in the Mediterranean. The amateur pirate, if less formidable, was no less common, for many a vessel carrying bra.s.s cannon, ostensibly for protection, found it convenient to use them to attack foreign craft and more frequently "took" a cargo than purchased one.

[Sidenote: Venice]

These dangers and difficulties of commercial intercourse were due chiefly to the lack of any strong power to punish pirates or highwaymen, to maintain roads, or to check the exactions of toll- collectors. Each city attempted to protect its own commerce. A great city-state like Venice was well able to send out her galleys against Mediterranean pirates, to wage war against the rival city of Genoa, to make treaties with Oriental potentates, and to build up a maritime empire. Smaller towns were helpless. But what, as in the case of the German towns, they could not do alone, was partially achieved by combination.

[Sidenote: The Hanseatic League. Towns in the Netherlands: Bruges]

The Hanse or the Hanseatic League, as the confederation of Cologne, Brunswick, Hamburg, Lubeck, Dantzig, Konigsberg, and other German cities was called, waged war against the Baltic pirates, maintained its trade-routes, and negotiated with monarchs and munic.i.p.alities in order to obtain exceptional privileges. From their Baltic stations,-- Novgorod, Stockholm, Konigsberg, etc.,--the Hanseatic merchants brought amber, wax, fish, furs, timber, and tar to sell in the markets of Bruges, London, and Venice; they returned with wheat, wine, salt, metals, cloth, and beer for their Scandinavian and Russian customers.

The German trading post at Venice received metals, furs, leather goods, and woolen cloth from the North, and sent back spices, silks, and other commodities of the East, together with gla.s.sware, fine textiles, weapons, and paper of Venetian manufacture. Baltic and Venetian trade- routes crossed in the Netherlands, and during the fourteenth century Bruges became the trade-metropolis of western Europe, where met the raw wool from England and Spain, the manufactured woolen cloth of Flanders, clarets from France, sherry and port wines from the Iberian peninsula, pitch from Sweden, tallow from Norway, grain from France and Germany, and English tin, not to mention Eastern luxuries, Venetian manufactures, and the cunning carved-work of south-German artificers.

THE AGE OF EXPLORATION

[Sidenote: Desire of Spaniards and Portuguese for New Trade-Routes]

In the unprecedented commercial prosperity which marked the fifteenth century, two European peoples--the Portuguese and the Spanish--had little part. For purposes of general Continental trade they were not so conveniently situated as the peoples of Germany and the Netherlands; and the Venetians and other Italians had shut them off from direct trade with Asia. Yet Spanish and Portuguese had developed much the same taste for Oriental spices and wares as had the inhabitants of central Europe, and they begrudged the exorbitant prices which they were compelled to pay to Italian merchants. Moreover, their centuries-long crusades against Mohammedans in the Iberian peninsula and in northern Africa had bred in them a stern and zealous Christianity which urged them on to undertake missionary enterprises in distant pagan lands.

This missionary spirit reenforced the desire they already entertained of finding new trade-routes to Asia untrammeled by rival and selfish Italians. In view of these circ.u.mstances it is not surprising that Spaniards and Portuguese sought eagerly in the fifteenth century to find new trade-routes to "the Indies."

[Sidenote: Geographical Knowledge]

In their search for new trade-routes to the lands of silk and spice, these peoples of southwestern Europe were not as much in the dark as sometimes we are inclined to believe. Geographical knowledge, almost non-existent in the earlier middle ages, had been enriched by the Franciscan friars who had traversed central Asia to the court of the Mongol emperor as early as 1245, and by such merchants and travelers as Marco Polo, who had been attached to the court of Kublai Khan and who subsequently had described that potentate's realms and the wealth of "c.i.p.angu" (j.a.pan). These travels afforded at once information about Asia and enormous incentive to later explorers.

Popular notions that the waters of the tropics boiled, that demons and monsters awaited explorers to the westward, and that the earth was a great flat disk, did not pa.s.s current among well-informed geographers.

Especially since the revival of Ptolemy's works in the fifteenth century, learned men a.s.serted that the earth was spherical in shape, and they even calculated its circ.u.mference, erring only by two or three thousand miles. It was maintained repeatedly that the Indies formed the western boundary of the Atlantic Ocean, and that consequently they might be reached by sailing due west, as well as by traveling eastward; but at the same time it was believed that shorter routes might be found northeast of Europe, or southward around Africa.

[Sidenote: Navigation]