Early Jamestown Quotes

Some early colonists gave the same answer. The leaders of Jamestown tried to persuade Indians to transform themselves into Europeans. Embarrassingly, almost all of the traffic was the other way—scores of English joined the locals despite promises of dire punishment. The same thing happened in New England. Puritan leaders were horrified when some members of a rival English settlement began living with the Massachusett Indians.

While slaves were brought to the continent prior to the early seventeenth century, the first documented shipment of Africans was brought over by the Dutch in 1619. There were 20 Africans aboard a ship that arrived at Jamestown, a British colony.

Like most women of her generation, Desiree Ball (known familiarly as “DeDe”) had been raised to become a wife, housekeeper, and mother hen. When DeDe married Henry Ball, it was taken for granted that she—and eventually the family—would accompany him wherever his job took him. As a result, Lucy spent her early years far from Jamestown, first in the copper-mining territory around Anaconda, Montana, and then in Wyandotte, Michigan, a factory town dependent on the automotive industry in nearby Detroit.

In 1625 a total of 27 areas or communities were reported. In this surge of expansion the center of population now passed again from Jamestown and rested in the lower areas of the James. In 1624 and 1625 Elizabeth City was indeed Virginia's most populous community. In fact, early in 1625 the Elizabeth City group (Kecoughtan, Buckroe, Newport News, etc.) had a greater population than did all of the plantations above Jamestown. At this

mild "gold rush" at Jamestown as some hopeful looking golden colored soil was found. This all delayed early spring clearing and planting, and boded ill for the coming summer when Smith undertook additional explorations.

Strachey, no doubt hungry for firsthand information about the colony, would have passed the bookseller a few coins, snapped up a copy of Smith’s brief report, and hurried home to read it voraciously as he searched for clues about what he could expect in Virginia. He would have learned of the Indian attacks that started soon after the English landed on the banks of the Chesapeake. He would have read of “such famin and sicknes, that the living were scarce able to bury the dead,” a time when settlers died one or sometimes two or even three at a time until more in the colony were dead than were alive.4 He would have read of all the struggles to survive in the colony’s early days. What he read would naturally enough have made him think carefully about his decision to leave the safety of London for the dangers of Virginia. After all, debtors’ prison in London, though terrible, was better than death in Virginia.

Living a literary gentleman-poet’s lifestyle took so much of Strachey’s time in the early 1600s that he seems not to have had many hours to devote to the business of making money. And what with evenings at the theater and afternoons spent in Southwark watching cockfights and bearbaitings and hours spent drinking and swapping lies with his friends, Strachey found himself forced to borrow heavily from London’s moneylenders.

it was a difficult matter for a private individual to finance the creation of a settlement. And Ralegh’s beloved Virgin Queen was far too cautious with her funds to finance a colonial venture, even if England’s long-running war with Spain had left enough coin in the royal treasury to cover the expense. Then, in 1603, everything changed. Early in the morning of March 24 of that year, Elizabeth I, the queen whose reign was expected to outlast the moon and sun, died in her private chamber in Richmond Palace. The queen’s death and the accession of James VI of Scotland as James I of England brought quick peace between England and Spain; freed private capital that could be used to finance foreign settlements; and made soldiers and sailors available, indeed desperate, for employment. Suddenly, English capitalists were looking hungrily at Virginia as a potential outlet for

a history of English seafaring and exploration that helped kindle interest in New World colonization; the Earl of Southampton (William Shakespeare’s patron); and other notables whose names made up a veritable who’s who of Early Stuart England.

Control of trade was sought by specifying that no ships should "break boulke [bulk] or make privatt sales of any comodities" before reaching Jamestown. Taxes were not ignored either for a levy of ten pounds of tobacco, already the common currency it appears, was laid on each male above 16 years of age to help defray the "publique depte [debt]." Lest it be forgotten, it was enacted that obedience was required "to the presente government." Old planters were given special exemption from public service, "they and theire posteritie," while Burgesses were rendered exempt from seizure during Assembly time. "Persones of qualitie" when found delinquent, it was stated, could be imprisoned if not fit to take corporal punishment. It is of note that service to the Governor, or the public, was made contingent on Assembly consent. Of particular interest, too, was the action on the principle of taxation. It was bold, indeed, at this time for the Assembly to declare that; The Governor shall not laye any taxes or impositiones uppon the Colony, theire landes or comodities otherwi[se] then by the awthoritie of the Generall Assemblie, to be levied and imployed as the saide Assembly shall appoint. This was an early word on taxation, but it was to be far from the last word in the next century and a half.

As challenging as the islands were to mariners, a few Spanish and Portuguese and, later, English sailors did make their way to stand on one of Bermuda’s beaches or to climb its rocks or investigate its many caves. None of these early visitors came to stay, though. Bermuda was just too difficult to reach, too dangerous to approach.

According to Oviedo’s history, a Portuguese ship bound for home port from San Domingo was driven onto the Bermudan reefs in 1542 or early 1543. Fortunately for the thirty seamen on the vessel, the ship—like the Sea Venture almost seven decades later—was held in the grip of the coral, kept afloat long enough for the crew to salvage provisions, tools, spars, sails, and shrouds. Over the next four months, they constructed a new vessel they used to sail to San Domingo. It may have been one of the sailors from this Portuguese vessel who climbed to a cliff seventy feet above the sea on Bermuda’s south shore where he carved a cross, the date—“1543”—and what appear to be the letters TF or RP. No one knows for sure just what this carving represents. If the letters are TF, they might be some marooned or shipwrecked mariner’s initials, carved as a memorial to himself as he stared out to sea, searching for the sight of a friendly sail. If RP, they may stand for Rex Portugaline, representing an early Portuguese claim to the islands.

Now Archer and Ratcliffe and, to a lesser degree, John Martin, another of the original settlers whose laziness had angered Smith in the colony’s early days, and who had departed in 1608 only to return on the Falcon, all saw their chance to repay Smith for his cheek by stripping him of his office. Of course, Smith was not about to give up without a fight. He said, with justification, that since the colony’s new leaders and the new charter authorizing the change in leadership were somewhere out on the Atlantic (or at its bottom), there was neither need nor authority for him to give up his post. And he certainly did not want to turn the leadership of the colony over to men he knew were ill suited to guarantee its safety or survival. For his part, if Smith had known what lay in store in the next few weeks, he might well have simply thrown up his hands and ceded control to the men he found so distasteful. As it was, at one point, he said he would give up his commission to Martin, a man he apparently found slightly less offensive than Ratcliffe and Archer. Martin accepted, but kept the job for only three hours before deciding the responsibility was more than he wanted to shoulder and turning the task back to Smith. As much as Smith disliked Ratcliffe, Archer, and Martin, he felt no better when he surveyed the new settlers dispatched by the Virginia Company. They were, in Smith’s view, a pretty sorry lot.

By the first week of August—within a week or so of the wreck—Sir George “squared out a garden” where he planted muskmelons, peas, onions, radish, lettuce, and other herbs and good English plants.21 In ten days the seeds, carried as cargo on the Sea Venture, had sprouted and pushed their way above ground. The island’s birds made quick work of the sprouts, though, and none of the plants matured. Somers had no better luck with several sugarcane sprouts he planted in the garden area near the little gathering of thatched huts; they were almost immediately rooted up and eaten by the island’s wild hogs. Despite these early disappointments, Somers and the other survivors thought that the Bermudas would prove to be a likely place for English settlers to grow the lemons, oranges, sugarcane, and even grape vines that thrived in some of the Spanish islands of the Caribbean. In fact, as fertile as the Bermudas appeared to the survivors, the island chain’s soil and subtropical climate were ill suited to producing most crops. Still, the survivors found plenty of food and lush surroundings and mostly pleasant weather and ready shelter.

the balance of the fleet—other than the little ketch that was lost after separating from Sea Venture in the early hours of the storm—had survived the tempest, if barely. On August 10, four of those ships passed between Cape Henry and Cape Charles, named for the sons of King James I, and sailed slowly up the Chesapeake Bay on the rising tide. The ships—the Blessing, the Falcon, the Lion, and the Unity—were battered, their masts broken or missing, sails in tatters, decks scoured by roaring seas. Over the next two days, the ships moved north and east to the mouth of the James River and then crept up the James River, described by George Percy, one of the original Jamestown settlers, as “one of the famousest Rivers that ever was found by any Christian … where ships of great burthen may harbor in safety.

The bad blood that pitted Archer and Ratcliffe against Smith had its beginnings in 1607, in Jamestown’s earliest days, when the three men served together on the colony’s ruling council. In the months when colonists were dying of hunger and illness, Smith discovered that the duo, along with a few others, were planning to steal supplies and a small boat they could use to flee Virginia for the safety of England. While Smith would almost certainly have been happy to see the last of the two men he thought of as cowards and traitors, he knew the colony could not survive without the boat and that the supplies the men were about to steal were sorely needed by the hungry colonists. Smith, in typical John Smith fashion, soon spiked those plans when he ordered several of the settlement’s cannon turned on the boat and ordered those on board to come ashore or be shot out of the water. Neither Archer nor Ratcliffe was the type of man to take such effrontery lying down, especially from a man they would have considered their social inferior. A few weeks later, the two saw an opportunity to even the score. At that time (it was after Smith’s rescue by Pocahontas, when he returned to Jamestown), Archer and Ratcliffe used the Bible as a legal text and charged Smith with murder under Levitical law. Ludicrous as it seems, the two argued that the “eye for an eye” verse made Smith responsible for the deaths of two of his men who had been killed when Smith was captured by the Powhatan people. It is a measure of Smith’s unpopularity with the “better sort” of colonists (not only Ratcliffe and Archer) that he was—within hours of his return to Jamestown—charged, tried, found guilty, and sentenced to die, with the execution scheduled for the next morning. That night (it was in early 1608), Smith was saved from death when Captain Christopher Newport, the man who later served as the Sea Venture’s captain, unexpectedly sailed up to Jamestown with a handful of new colonists and a shipload of food and other supplies. Newport, who recognized Smith’s value to the colony even if some of the other leaders did not and who, no doubt, saw the idiocy of making Smith responsible for the death of the men who had been killed by the Indians, immediately ordered him freed and all charges against him dropped.

ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of

Few records exist to establish a definitive date as to when the first ships were built in the Piscataqua region. Fishing vessels were probably constructed as early as 1623, when the first fishermen settled in the area. Many undoubtedly boasted a skilled shipwright who taught the fishermen how to build “great shallops”as well as lesser craft. In 1631 a man named Edward Godfrie directed the fisheries at Pannaway. His operation included six large shallops, five fishing boats, and thirteen skiffs, the shallops essentially open boats that included several pairs of oars, a mast, and lug sail, and which later sported enclosed decks.5 Records do survive of the very first ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of the Pepperell mansion as early as 1660, and Samuel Winkley owned a yard that lasted for three generations.8 In 1690, the first warship in America was launched from a small island in the Piscataqua River, situated halfway between Kittery and Portsmouth. The island's name was Rising Castle, and it was the launching pad for a 637-ton frigate called the Falkland. The Falkland bore fifty-four guns, and she sailed until 1768 as a regular line-of-battle ship. The selection of Piscataqua as the site of English naval ship construction may have been instigated by the Earl of Bellomont, who wrote that the harbor would grow wealthy if it supplemented its export of ship masts with “the building of great ships for H.M. Navy.”9 The earl's words underscore the fact that, prior to the American Revolution, Piscataqua's largest source of maritime revenue came from the masts and spars it supplied to Her Majesty's ships. The white oak and white pine used for these building blocks grew to heights of two hundred feet and weighed upward of twenty tons. England depended on this lumber during the Dutch Wars of the

It was people from these ranks, fleeing starvation or the sheriff, whom the Virginia Company recruited, together with gentlemen adventurers, often the younger sons of gentry families. In December 1606 three ships, the Susan Constant, the Godspeed, and the Discovery, left England and arrived in the Chesapeake Bay on April 26, 1607, with 105 men on board (39 had died at sea). Sailing some sixty miles up the James River to make their presence less obvious to the Spanish, the three ships anchored on May 13 at the site of what became Jamestown, named, like the river, for England’s king. But other than its relative security from Spanish assault, the chosen site, on the north bank of the James and beside a swamp, had very little to recommend it. The swamp, while perhaps providing some protection from Indians, bred mosquitoes by the millions in the spring and summer, and these spread malaria through the colonists. More, the water in the shallow wells the colonists dug was often brackish, especially when the river was running low. This caused salt poisoning among the colonists as they sweated in the fierce Virginia heat and drank copiously. And, when the river ran low, the garbage and sewage thrown into it did not pass out to sea, but festered and promoted such diseases as typhoid and dysentery. The result was a slaughter. Of the 105 original colonists, only 38 remained alive nine months later. The basic problem was that the Virginia Company was venturing into a brand-new business—American plantations—that had been made possible by a radically new technology—the full-rigged ship. As has so often been the case since—railroads in the early nineteenth century, the Internet in the late twentieth come to mind—there was a very steep and expensive learning curve to be mastered before steady profits could be achieved under these circumstances. The commercially savvy and often very wealthy London merchants who dominated the Virginia Company simply had no idea what it took to establish a successful colony on the edge of the American wilderness, three thousand miles and three months from home.