But Even Though They Had Landed At The Mouth Of The Hudson,
There Is No Good Reason Why The Pilgrim
Influence should not have worked
north and east, as well as it did west and south, and with the
Massachusetts
Bay Puritans there, Roger Williams in Rhode Island, and the
younger Winthrop in Connecticut, would doubtless have made New England
history very much what it has been, and not, as Professor Arber asserts,
"entirely different."
The cruel indictment fails, and the imaginary "turning point in modern
history," to announce which Professor Arber seems to have sacrificed so
much, falls with it.
The Rev. Dr. Griffis ("The Pilgrims in their Three Homes," p. 158) seems
to give ear to Professor Arber's untenable allegations as to the Pilgrim
leaders' responsibility for any error made in the "overmasting" of the
SPEEDWELL, although he destroys his case by saying of the "overmasting:"
"Whether it was done in England or Holland is not certain." He says,
unhappily chiming in with Arber's indictment: "In their eagerness to get
away promptly, they [the Leyden men] made the mistake of ordering for the
SPEEDWELL heavier and taller masts and larger spars than her hull had
been built to receive, thus altering most unwisely and disastrously her
trim." He adds still more unhappily: "We do not hear of these inveterate
landsmen and townsfolk [of whom he says, 'possibly there was not one man
familiar with ships or sea life'] who were about to venture on the
Atlantic, taking counsel of Dutch builders or mariners as to the
proportion of their craft." Why so discredit the capacity and
intelligence of these nation-builders? Was their sagacity ever found
unequal to the problems they met? Were the men who commanded confidence
and respect in every avenue of affairs they entered; who talked with
kings and dealt with statesmen; these diplomats, merchants, students,
artisans, and manufacturers; these men who learned law, politics, state
craft, town building, navigation, husbandry, boat-building, and medicine,
likely to deal negligently or presumptuously with matters upon which they
were not informed? Their first act, after buying the SPEEDWELL, was to
send to England for an "expert" to take charge of all technical matters
of her "outfitting," which was done, beyond all question, in Holland.
What need had they, having done this (very probably upon the advice of
those experienced ship-merchants, their own "Adventurers" and townsmen,
Edward Pickering and William Greene), to consult Dutch ship-builders or
mariners? She was to be an English ship, under the English flag, with
English owners, and an English captain; why: should they defer to Dutch
seamen or put other than an English "expert" in charge of her
alterations, especially when England rightfully boasted the best? But
not only were these Leyden leaders not guilty of any laches as indicted
by Arber and too readily convicted by Griffis, but the "overmasting" was
of small account as compared with the deliberate rascality of captain and
crew, in the disabling of the consort, as expressly certified by
Bradford, who certainly, as an eye-witness, knew whereof he affirmed.
Having bought a vessel, it was necessary to fit her for the severe
service in which she was to be employed; to provision her for the voyage,
etc.; and this could be done properly only by experienced hands. The
Pilgrim leaders at Leyden seem, therefore, as noted, to have sent to
their agents at London for a competent man to take charge of this work,
and were sent a "pilott" (or "mate"), doubtless presumed to be equal to
the task. Goodwin mistakenly says: "As Spring waned, Thomas Nash went
from Leyden to confer with the agents at London. He soon returned with a
pilot (doubtless [sic] Robert Coppin), who was to conduct the Continental
party to England." This is both wild and remarkable "guessing" for the
usually careful compiler of the "Pilgrim Republic." There is no warrant
whatever for this assumption, and everything contra-indicates it,
although two such excellent authorities as Dr. Dexter and Goodwin
coincide - the latter undoubtedly copying the former - concerning Coppin;
both being doubtless in error, as hereafter shown. Dexter says "My
impression is that Coppin was originally hired to go in the SPEEDWELL,
and that he was the 'pilott' whose coming was 'a great incouragement' to
the Leyden expectants, in the last of May, or first of June, 1620 [before
May 31, as shown]; that he sailed with them in the SPEEDWELL, but on her
final putting back was transferred to the MAY-FLOWER." All the direct
light any one has upon the matter comes from the letter of the Leyden
brethren of May 31 [O.S.], 1620, previously cited, to Carver and Cushman,
and the reply of the latter thereto, of Sunday, June 11, 1620. The
former as noted, say: "We received diverse letters at the coming of
Master Nash [probably Thomas] and our pilott, which is a great
incouragement unto us . . . and indeed had you not sente him [the
'pilott,' presumably] many would have been ready to fainte and goe
backe." Neither here nor in any other relation is there the faintest
suggestion of Coppin, except as what he was, "the second mate," or
"pilott," of the MAY-FLOWER. It is not reasonable to suppose that, for
so small a craft but just purchased, and with the expedition yet
uncertain, the Leyden leaders or their London agents had by June 11,
employed both a "Master" and a "pilott" for the SPEEDWELL, as must have
been the case if this "pilott" was, as Goodwin so confidently assumes,
"doubtless Robert Coppin." For in Robert Cushman's letter of Sunday,
June 11, as if proposing (now that the larger vessel would be at once
obtained, and would, as he thought, be "ready in fourteen days") that the
"pilott" sent over to "refit" the SPEEDWELL should be further utilized,
he says: "Let Master Reynolds tarrie there [inferentially, not return
here when his work is done, as we originally arranged] and bring the ship
[the SPEEDWELL], to Southampton." The latter service we know he
performed.
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