The Mayflower and Her Log; July 15, 1620-May 6, 1621. Volume 2. Azel Ames
of dusk cut short their examination of the ship, which they hence "took liking of [refusal of] till Monday." It is therefore evident that the "refusal" of the "sixty last" ship was taken, and the "pilot" Clarke was "hired," on Saturday afternoon, June 10, as on Sunday, June 11, Cushman informed the Leyden leaders of these facts by letter, as above indicated, and gave instructions as to the SPEEDWELL'S "pilott," Master Reynolds.
We are therefore able to fix, nearly to an hour, the "turning of the tide" in the affairs of the Pilgrim movement to America.
It is also altogether probable that the Pilgrims and humanity at large are still further (indirectly) indebted to Cushman's "one more trial" and resultant Saturday afternoon's work, for the MAY-FLOWER (though not found that day), and her able commander Jones, who, whatever his faults, safely brought the Pilgrims through stormy seas to their "promised land."
Obligations of considerable and rapidly cumulative cost had now been incurred, making it imperative to go forward to embarkation with all speed, and primarily, to secure the requisite larger ship. Evidently Weston and Cushman believed they had found one that would serve, when on Saturday, they "took liking," as we have seen, of the "fine ship" of 120 tons, "till Monday." No less able authorities than Charles Deane, Goodwin, and Brown, with others, have mistakenly concluded that this ship was the MAY-FLOWER, and have so stated in terms. As editor of Bradford's history "Of Plimoth Plantation," Mr. Deane (in a footnote to the letter of Cushman written Sunday, June 11), after quoting the remark, "But it is a fine ship," mistakenly adds, "The renowned MAYFLOWER.—Ed.," thus committing himself to the common error in this regard. John Brown, in his "Pilgrim Fathers of New England," confuses the vessels, stating that, "when all was ready for the start, a pilot came over to conduct the emigrants to England, bringing also a letter from Cushman announcing that the MAYFLOWER, a vessel of one hundred and eighty tons, Thomas Jones, Master, would start from London to Southampton in a week or two," etc. As we have seen, these statements are out of their relation. No pilot went for that purpose and none carried such a letter (certainly none from Cushman), as alleged. Cushman's letter, sent as we know by John Turner, announced the finding of an entirely different vessel, which was neither of 180 tons burden, nor had any relation to the MAY-FLOWER or her future historic freight. Neither was there in his letter any time of starting mentioned, or of the port of Southampton as the destination of any vessel to go from London, or of Jones as captain. Such loose statements are the bane of history. Goodwin, usually so accurate, stumbles unaccountably in this matter—which has been so strangely misleading to other competent men—and makes the sadly perverted statement that, "In June, John Turner was sent, and he soon returned with a petulant (sic) letter from Cushman, which, however, announced that the ship MAYFLOWER had been selected and in two weeks would probably leave London for Southampton." He adds, with inexcusable carelessness in the presence of the words "sixty last" (which his dictionary would have told him, at a glance, was 120 tons), that: "This vessel (Thomas Jones, master) was rated at a hundred and eighty tons . . . . Yet she was called a fine ship," etc. It is evident that, like Brown, he confused the two vessels, with Cushman's letter before his eyes, from failure to compute the "sixty last." He moreover quotes Cushman incorrectly. The great disparity in size, however, should alone render this confusion impossible, and Cushman is clear as to the tonnage ("sixty last"), regretting that the ship found is not larger, while Bradford and all other chroniclers agree that the MAY-FLOWER was of "9 score" tons burden.
It is also evident that for some reason this smaller ship (found on Saturday afternoon) was not taken, probably because the larger one, the MAY-FLOWER, was immediately offered to and secured by Masters Weston and Cushman, and very probably with general approval. Just how the MAY- FLOWER was obtained may never be certainly known. It was only on Saturday, June 10, as we have seen, that Master Weston had seriously set to work to look for a ship; and although the refusal of one—not wholly satisfactory—had been prudently taken that day, it was both natural and politic that as early as possible in the following week he should make first inquiry of his fellow-merchants among the Adventurers, whether any of them had available such a ship as was requisite, seeking to find, if possible, one more nearly of the desired capacity than that of which he had "taken the refusal" on Saturday. It appears altogether probable that, in reply to this inquiry, Thomas Goffe, Esq., a fellow Adventurer and shipping-merchant of London, offered the MAY-FLOWER, which, there is ample reason to believe, then and for ten years thereafter, belonged to him.
It is quite likely that Clarke, the newly engaged "pilot," learning that his employers required a competent commander for their ship, brought to their notice the master of the ship (the FALCON) in which he had made his recent voyage to Virginia, Captain Jones, who, having powerful friends at his back in both Virginia Companies (as later appears), and large experience, was able to approve himself to the Adventurers. It is also probable that Thomas Weston engaged him himself, on the recommendation of the Earl of Warwick, at the instance of Sir Ferdinando Gorges.
As several weeks would be required to fit the ship for her long voyage on such service, and as she sailed from London July 15, her charter-party must certainly have been signed by June 20, 1620. The SPEEDWELL, as appears from various sources (Bradford, Winslow et al.), sailed from Delfshaven, Saturday, July 22. She is said to have been four days on the passage to Southampton, reaching there Wednesday, July 26. Cushman, in his letter of Thursday, August 17, from Dartmouth to Edward Southworth, says, "We lay at Southampton seven days waiting for her" (the SPEEDWELL), from which it is evident, both that Cushman came on the MAY-FLOWER from London, and that the MAY-FLOWER must have left London at least ten days before the 26th of July, the date of the SPEEDWELL'S arrival. As given traditionally, it was on the 15th, or eleven days before the SPEEDWELL'S arrival at Southampton.
By whom the charter-party of the MAY-FLOWER was signed will probably remain matter of conjecture, though we are not without intimations of some value regarding it. Captain John Smith tells us that the Merchant Adventurers (presumably one of the contracting parties) "were about seventy, . . . not a Corporation, but knit together by a voluntary combination in a Society without constraint or penalty. They have a President and Treasurer every year newly chosen by the most voices, who ordereth the affairs of their Courts and meetings; and with the assent of most of them, undertaketh all the ordinary business, but in more weighty affairs, the assent of the whole Company is required." It would seem from the foregoing—which, from so intelligent a source at a date so contemporaneous, ought to be reliable—that, not being an incorporated body, it would be essential that all the Adventurers (which Smith expressly states was their rule) should "assent" by their signatures, which alone could bind them to so important a business document as this charter-party. It was certainly one of their "more weighty affairs," and it may well be doubted, also, if the owner of the vessel (even though one of their number) would accept less than the signatures of all, when there was no legal status by incorporation or co-partnership to hold them collectively.
If the facts were indeed as stated by Smith,—whose knowledge of what he affirmed there is no reason to doubt,—there can be little question that the contract for the service of the MAY-FLOWER was signed by the entire number of the Adventurers on the one part. If so, its covenants would be equally binding upon each of them except as otherwise therein stipulated, or provided by the law of the realm. In such case, the charter-party of the MAY-FLOWER, with the autograph of each Merchant Adventurer appended, would constitute, if it could be found, one of the most interesting and valuable of historical documents. That it was not signed by any of the Leyden congregation—in any representative capacity—is well-nigh certain. Their contracts were with the Adventurers alone, and hence they were not directly concerned in the contracts of the latter, their "agents" being but co-workers with the Adventurers (under their partnership agreements), in finding shipping, collecting moneys, purchasing supplies, and in generally promoting the enterprise. That they were not signing-parties to this contract, in particular, is made very certain by the suggestion of Cushman's letter of Sunday, June 11, to the effect that he hoped that "our friends there [at Leyden] if they be quitted of the ship-hire [as then seemed certain, as the Adventurers would hire on general account] will be induced to venture [invest] the more." There had evidently been a grave fear on the part of the Leyden people that if they were ever to get away, they would have to hire the necessary ship themselves.
There is just the shadow of a doubt thrown upon the accuracy of Smith's statement as to the non-corporate status of the Adventurers, by the loose and unwieldy features which must thereby