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The advertisements of Virginia-built vessels in the 's, and in the 's, show a steady increase in the size of sloops and ships. The following are mentioned: a brig of eighty tons; several snows, one to carry hogsheads of tobacco; and several schooners.

Schooner rigged boats appeared in the colony early in the eighteenth century, and gradually increased in size and importance.

During the second half of the eighteenth century, the schooner displaced the sloop as the principal coastwise vessel, and emerged during the Revolution as a distinctive American type. He wrote home that his cousins, the Walker Brothers, had a shipyard at Hampton, and were building ships of new white oak, well calculated for the West Indies trade.

A letter from John M. Latimer; in case of loss to receive four hundred pounds. She is chartered by a gentleman on the Rappahannock; and is now in Hampton Roads, and will sail tomorrow or next day; and in case she arrives safe, you are to receive her freight, and sell the vessel, provided you can get four hundred pounds for her.

Occasionally, we find an account of the use of a vessel of some kind or other for pleasure. In Fithian's Journal and Letters , the author writes in , that his employer, Mr. Robert Carter of Nomini, prepared for a voyage in his schooner Harriot named for his daughter , to the Eastern Shore of Maryland for oysters.

The schooner was of forty tons burden, thirty-eight feet in length, fourteen feet beam, six feet in depth of hold, carried bushels of grain, and was valued at forty pounds sterling. Camel's, who is Comptroller of the customs here. Before dinner, we borrowed the Comptroller's barge, which is an overgrown canoe, and diverted ourselves in the river which lies fronting his house. Susan Constant.

Replica of the Ship that brought the first settlers to Jamestown, The manner of makinge their boates in Virginia is verye wonderfull. For wheras they want Instruments of yron, or other like vnto ours, yet they knowe howe to make them as handsomelye, to saile with whear they liste in their Riuers, and to fishe with all, as ours. First they choose some longe, and thicke tree, accordinge to the bignes of the boate which they would frame, and make a fyre on the grownd abowt the Roote therof, kindlinge the same by little, and little with drie mosse of trees, and chipps of woode that the flame should not mounte opp to highe, and burne to muche of the lengte of the tree.

When yt is almost burnt thorough, and readye to fall they make a new fyre, which they suffer to burne vntill the tree fall of yt owne accord. Then take they of the barke with certayne shells: thy reserue the innermost parte of the lennke, for the nethermost parte of the boate. On the other side they make a fyre accordinge to the lengthe of the bodye of the tree, sauinge at both the endes.

That which they thinke is sufficientlye burned they quenche and scrape away with shells, and makinge a new fyre they burne yt agayne, and soe they continue sometymes burninge and sometymes scrapinge, vntill the boate haue sufficient bothowmes. This god indueth thise sauage people with sufficient reason to make thinges necessarie to serue their turnes. Replica of the pinnace that accompanied the Susan Constant , Latest shipbuilding in Virginia, to compare with Seventeenth-Century Craft.

In the early days of the colony after tobacco had become a commodity for export, ships moored at the wharves of the plantations along the James, York and Rappahannock rivers and their estuaries. As trade increased, larger ships were used which anchored in the channels of the rivers, and the tobacco and other exports were carried to them by small boats�shallops, sloops, and barges.

The government complained that it was losing revenue by this individualistic and unorganized shipping of the planters, and steps were taken to correct this. In , it was enacted by the General Assembly that all goods entering in any vessel�ship, bark or brig, should discharge at Jamestown.

This Act applied to the colonists in their exports as well, but the law was disregarded. In , places were selected in the different counties that had the advantage of accessibility and deep water where ships could gather to receive and discharge their cargoes.

The establishment of these trading towns, as they were called, was by an Act as follows:. The General Assembly having taken into consideration the great necessity, usefulness and advantages of cohabitation � and considering the building of storehouses for the reception of all merchandizes imported, and receiving and laying ready all tobacco for exportation and sale � that there be in every respective county fifty acres of land purchased by each county and laid out for a town and storehouses�.

The price of the fifty acres of land was set at 10, pounds of tobacco and casks. Lots of one-half acre were to be sold to individuals by a stated time at the price of one hundred pounds of tobacco. Twenty places were named in the counties where trading towns were to be established:.

Henrico, at Varina. Charles City, at Flower de Hundred opposite Swinyards. Surry, at Smith's fort. James City, at James City. Isle of Wight, at Pate's Field, Pagan creek.

Nansemond, at Huff's point. Warwick, at the mouth of Deep creek. Elizabeth City, west side of Hampton river. Lower Norfolk, on Nicholas Colonial Shipbuilding Wood 00 Wise's land. York, on Mr. Reed's land. New Kent, at the Brick House. Gloucester, at Tindal's point. Middlesex, west side of Wormley's creek. Rappahannock, at Hobb's hole.

Stafford, at Peace point. Westmoreland, at Nomini. Accomack, at Onancock. Northampton, north side of King's creek. Lancaster, north side of Corotomond creek. Northumberland, at Chickacone creek. The towns were building up. Warehouses, churches, and prisons were erected in many of them, as well as private dwellings. An occasional court house could be found where legal proceedings were enacted.

In , however, an Act of the General Assembly changed many of the trading towns to ports, but was suspended later until the pleasure of the King and Queen on the subject should be learned.

No definite action was taken until , when Queen Anne, who ascended the throne in , expressed approval. Then an Act for ports of entry and clearance was passed to be in use from the 25th of December, This Act provided that naval officers and collectors at the ports should charge Virginia owners of vessels no more than half of the fees required for the services of entering and clearing.

The sixteen towns to become ports were named as follows:. James City. Powhatan Flower de Hundred. Queensborough, at Blackwater. Delaware, at West Point. Queenstown, at Corrotoman.

Urbanna, at Middlesex. Tappahannock, at Hobb's hole. New Castle, at Wicomico. Kingsdale, at Yohocomoco. Marlborough, at Potomac creek. Northampton, at King's creek. The names of some of the trading towns were changed when they became ports, and soon became important and well-known throughout the country.

Hampton, known first by the Indian name Kecoughtan spelled in various ways was settled in Although the name had been changed to Elizabeth City by the Company in May, , upon the petition of the colonists, the old Indian name was still in use occasionally in the 18th century.

In papers relating to the administration of Governor Nicholson is a list of vessels about to sail from "Keccowtan" in July , sixty-seven sail of merchant ships bound for various ports of Great Britain. The names Kecoughtan, Elizabeth City, Lower James, and even Southampton were used interchangeably, and shown on records of the colony, until the Act of , named the port Hampton.

He uses , as a normal trade year of which he gives interesting statistics. He states that the tonnages that entered and cleared the Port Hampton naval office were distributed among five different types of rigging. Cleared: 64 sloops, 46 schooners, 16 ships, 20 brigs, 10 snows.

Entered: 59 sloops, 40 schooners, 40 ships, 18 brigs, 12 snows. Of these a goodly portion were built in Virginia. Norfolk has most the air of a town of any in Virginia. There were more than 20 brigantines and sloops riding at the wharves and ofttimes they have more. It has all the advantages of a situation requisite for trade and navigation.

There is a secure harbor for a goodly number of ships of any burthen. The town is so near the sea that a vessel can sail in and out in a few hours. Their trade is chiefly to the West Indies whither they export abundance of beef, pork, flour and lumber.

In the Journal of Lord Adam Gordon, Colonel of the 66th Regiment of Foot, stationed at the West Indies from to , is extracted the following: "Norfolk hath a depth of water for a gun ship or more, and conveniences of every kind for heaving down and fitting out large vessels; also a very fine ropewalk.

There is a passage boat from Hampton to Norfolk and from York to Gloucester. Yorktown was founded on land patented about by Nicholas Martiau, a Walloon who had come to Virginia in the summer of His grandson, Benjamin Read, sold fifty acres to the colony in , and here Yorktown as a port built the first custom house, not only in Virginia, but in the country.

A two-story brick building, erected about , by Richard Ambler, who occupied the building as collector of customs for Yorktown in It became a port of entry for New York, Philadelphia and other northern cities, the importance of which was destroyed by the Revolutionary War.

York County was one of the eight original shires in , under the name, Charles river, changed in to York. The old custom house is still standing and is used as a museum for colonial and revolutionary relics. The location of Alexandria on a large circular bay in the Potomac river soon gave that town great importance as a port and shipyard. For generations, tobacco and grain were shipped from there, and imports of many kinds brought in.

Master shipbuilders turned out vessels manned, owned and operated by Alexandrians. From her ropewalk came the rope to hoist the sails made in her sail lofts. Littledale's ship launched. He tells of another launching he attended there on October 6, , when he "stayd up all night to a ball. The two creeks flowing from near Williamsburg to York river on one side and the James on the other, played an important part in early colonial history.

From York river sloops, schooners, barges and all manner of flat-bottomed craft sailed up Queen's creek to Queen Mary's port with its Capitol Landing within a mile of Williamsburg. The same kind of watercraft sailed from James river up College creek to Queen Anne's port with its College Landing near the city.

Cargoes of mahogany, lignum vitae, lemons, rum, sugar and ivory were discharged. Received in return were tobacco, grain, flour and other commodities. Vessels on Queen's creek were required to pass through the custom house at Yorktown after that office had been established.

Because of a general complaint by masters of ships that there were neither pilots nor beacons to guide them in Virginia waters, the General Assembly appointed Captain William Oewin chief pilot of James river in March, , to be paid five pounds sterling for the pilotage of all ships above eighty tons if he be employed, and if not employed due to the presence of the ship's pilot who guided the vessel, he received forty shillings.

The pilot was required to maintain good and sufficient beacons at all necessary places, and toward this expense, the master of every vessel that anchored within Point Comfort, having or not having a pilot, was required to pay thirty shillings.

Later the pilot or the company to which he belonged was required to keep one pilot boat of 18 foot keel at least, rigged and provided for use at all times. During the first quarter of the seventeenth century, the settler in Virginia used any kind of craft he possessed to cross the streams that separated him from his neighbor or for transacting business. Canoes, flatboats, scows, even sailing boats were pressed into service.

These he propelled himself until he acquired a slave or two. Communication was aided by bridges across the smaller streams, and when horses became available, by crossing the rivers at the fords whenever possible. The steady increase of settlers, however, created a demand for public transportation across creeks and rivers at the most travelled points. One of the first public ferries on record was started as a private enterprise in , by Adam Thoroughgood.

A skiff was rowed by slaves across the waters of Lower Norfolk, between what are now the cities of Norfolk and Portsmouth. In a few months the demand for transportation became so strong that the ferry was taken over by the county, increased to three hand-powered vessels and supported by a levy of six pounds of tobacco on each taxable person in the county.

A second early ferry was that of Henry Hawley in , when he was granted a patent by the court to keep a ferry at the mouth of the Southampton River in Kequoton, now Hampton, for the use of the inhabitants and other passengers during his natural life, not exacting above one penny for ferriage according to the offer in his petition.

This Act, establishing ferries at public expense, was repealed later and the court of each county given power to establish a ferry, or ferries in the county where needed at the instance of individuals. The court had authority to appoint and license the ferry keeper, to require of him a bond of twenty pounds sterling payable to His Majesty as security for the constant use and well-keeping of the boats.

It was the duty of the court to order and direct the boats and hands in use at the ferries. To encourage men to engage in operating ferries, it was enacted in that all persons attending on ferryboats should be free from public and county levies and from such public services as musters, constables, clearing highways, impressment, etc. And if the ferryman desired to maintain an ordinary public inn at the ferry, he should be permitted to do so without fee for the license, but should be required to give bond for security.

No other person should be permitted to establish an ordinary within five miles of such a ferry keeper. A warning was issued that any person not a ferryman who for reward should set any person over the river where there was a ferry, except for going to church, should pay for every such offense five pounds sterling, one-half to go to the ferryman and one-half to the informer, the full amount to the ferryman should he be the informer.

The county court was authorized in to make an agreement with the keeper of the ferry to set over the county militia on muster days and to raise an allowance for this in the county levy. All public messages and expresses to the government were to be allowed to cross ferry free. The adjutant general with one servant and their horses were exempted in from any payment on any ferry in the colony. Ministers of the church were likewise exempt from paying ferriage.

Dugout canoes of the Indians were among the first ferries used in Virginia and when more space was needed, two canoes were lashed together and secured by means of heavy cross pieces.

In the Journal of Thomas Chalkley, a traveller in Virginia, he tells of a ferry crossing made at Yorktown in "We put our horses into two canoes tied together, and our horses stood with their fore feet in one and their hind feet in the other.

Rope ferries were necessary wherever the current was swift, but used as little as possible on navigable rivers because of the obstruction to navigation. The number of ferries in the colony increased steadily from year to year.

At nearly every session of the General Assembly some law was enacted "for the good regulation of ferries. The ferries but not the rates are given herewith as follows:. Rates on these ferries were fixed by courts and varied according to distance. Across the Southampton River in Hampton the rate was one penny, while from the Port of Northampton to Hampton, the price was fifteen shillings for a man and thirty shillings for a man and horse.

In , the ferry from Hampton to Norfolk was described as follows: "From the town of Southampton, across the mouth of the James River, to the borough of Norfolk and Nansemond town; from the borough of Norfolk and Nansemond town, across the mouth of the James river, to the town of Southampton.

In , another list of ferries, published in Hening's Statutes , showed that the number had more than doubled since The Potomac river had added fourteen to the number given at that time. Brown's, and from Bolton's ferry to Simmons' land. The county courts were required to appoint proper boats to be kept at the ferries where needed for the transportation of wheeled vehicles�carts, chaises, coaches and wagons.

The rates for these vehicles were based upon the rates for horses. For every coach, chariot or wagon, the price was the same as for the ferriage of six horses; for every cart or four-wheeled chaise, the price was the same as for four horses; and for every two-wheeled chaise or chair, the same as for two horses. For every hogshead of tobacco, the rate of one horse was charged. For ferrying animals, every head of neat cattle rated as one horse; every sheep, lamb or goat, one-fifth part of the rate for a horse; for every hog, one-fourth of the ferriage of a horse.

Should the ferryman exceed the legal rates, he was penalized by having to pay to the party aggrieved, the ferriage demanded and ten shillings. In February , a free ferry for any persons and their commodities was established from the town of Port Royal over the Rappahannock river to the land of John Moore in King George County. In , there were five ferries from Norfolk over her various bodies of water, one of which was established as a free ferry supported by the county to enable the poor people of the community to have free passage to market.

In the Virginia Gazette for March 31, , the following advertisement appeared: "I have boats for the use of my ferry equal to any in the government, and can give ferry dispatch greater than any other ferry keeper on the Potomac river.

The county levy for that year was the sum of 2, pounds of tobacco to be paid to Mrs. Sarah Woodson for keeping the ferry for one year. The county courts continued to establish new ferries and to discontinue others through the Revolution and after. Now and then bridges would take the place of ferries across the smaller streams.

An interesting instance of such a change is told in the Richmond Times-Dispatch for August 20, In , these ferries were abandoned for toll bridges.

These are large, fine steamboats capable of carrying hundreds of passengers, but are no more necessary to the welfare of the people than were the little dugouts in the early days of the colony. At a Convention of delegates and representatives of the counties and corporations of the Colony of Virginia on July 17, , there was established a Committee of Safety consisting of ten prominent men for putting into execution the ordinances and resolutions of the Convention.

That committee was authorized to provide as many armed vessels as they judged necessary for the protection of the Colony in the war that seemed to threaten. Advertisements for ship-carpenters and other operatives were made, and every inducement held out to them in order that the building of vessels might immediately commence. Between December, , and July, , the Committee established a small navy by purchase of several armed, schooner-rigged vessels from the owners of the merchant fleet; and contracts were made for a number of galleys to be constructed on the different rivers of the Colony.

The Potomac was to be protected by the construction of two row-galleys and the purchase of three boats. George Minter was elected master of a row-galley to be built on the James River under the direction of Colonel Cary.

He was requested to recommend proper persons to be mate, two midshipmen, gunner, and to enlist forty seamen. John Herbert, a master shipbuilder, was employed to engage any number of ship-carpenters that he could procure upon reasonable terms, and to examine such places upon the James River or its branches as he thought proper and convenient for erecting shipyards, and to report to the Committee. Caleb Herbert was retained as the master builder of a shipyard on the Rappahannock River, and Reuben Herbert for such a yard on York River.

Each of them was desired as soon as possible to engage a proper number of workmen for building two row-galleys to be employed in the two rivers to transport troops. It was recommended that a committee at Norfolk engage a proper person to take direction and employ a number of ship-carpenters for at least a year, to build vessels for the Colony. George Mason, in a letter to George Washington on April 12, , mentioned that he had under his charge two row-galleys of 40 or 50 tons burden, each to mount light guns, three and four pounders; and the sloop, American Congress , a fine stout vessel of tons burden, mounting fourteen carriage guns, four and six pounders, and was considering mounting two 9-pounders upon her main boom.

On June 6, , the Committee of Safety appointed Christopher Calvert to superintend the building of two row-galleys for the protection of Virginia and North Carolina, to engage a master workman and as many men as he should need to work expeditiously.

At the convention of delegates held at the Capitol in Williamsburg on May 6, , resolutions were passed dissolving the Government from Great Britain, establishing Virginia as a Commonwealth or State. A Board of Navy Commissioners composed of five members was appointed to superintend and direct all matters relating to the Navy.

Their peculiar duties were defined as follows: To superintend and direct the building and repairing of all vessels; provide the necessary outfits, ordnance, provisions and naval stores; control the public rope walks; erect dockyards; contract for and provide all timber necessary for building purposes; and supervise the shipyards.

On September 12, , this Commission was requested to engage the proper persons for building "in the most expeditious manner", 30 boats for the transportation of troops on the rivers, each boat to be the proper size for carrying a complete company of 68 men with their arms and baggage.

Those were small boats without masts but broad and strong enough to transport troops across rivers and to carry from point to point large quantities of ammunition and provisions as they were required.

The small boats had been found indispensable in retreats, in rapid marches, and in concentrating land forces. The Commissioners were authorized in October to provide the necessary plank and timber for the building of four large galleys fit for river and sea service, and to be mounted with proper guns. And for manning these galleys and others being built, the Commissioners were requested to raise the number of men needed, not to exceed to serve three years.

The Continental Congress directed that two frigates of 36 guns and of tons burthen be built in Virginia, and the Navy Board ordered the work done at Gosport Shipyard in Norfolk County. The Congress has resolved upon building two ships-of-war of 36 guns each�. You, Sir, have been recommended as a person of great fitness for this business�. I do, in the name of the committee, request you will � determine a most fit place to put these ships upon the stocks at.

Safety against the enemy is a very necessary object, proper water for launching, and convenience for getting timber you will consider�.

A master builder with four or six workmen will soon go hence to Virginia for this business, and I have no doubt other workmen will be had in that State to carry on the work briskly�. These things and whatever else may be immediately necessary for this business you will take care to have done�. The builder tells me that cedar, locust, pitch pine, or wild cherry will be the proper timber for the upper works. On Wednesday, December 18, , it was resolved by the General Assembly that the Governor be desired to write to the Maryland Council of Safety to inform them that four galleys of eighty odd feet keel, intended for the protection of Chesapeake Bay and adjacent capes and coasts, were then building in Virginia and in great forwardness, and that the General Assembly have directed four more galleys, much larger, be immediately built and equipped for the same purpose.

The hope was expressed that the sister state, equally interested in mutual defence, would supply a proper quota of galleys to act in concert with those of Virginia.

Chesapeake Bay was the chief theatre of action by the enemy because of the principal tories residing near its waters. To watch their movements and prevent intercourse with the enemy became the duty of these galleys. These large galleys were about 90 feet in length and each carried two pounders, four 9-pounders, and several swivels, in all ten guns.

The State built and operated in , a ropewalk at Warwick in Chesterfield County about five miles below Richmond, where ducking, sail-cloth, and rope were manufactured under the charge of Captain Charles Thomas. Several important warehouses had been established there. The place was totally destroyed in the British raid of April, There were numerous places in Virginia where shipbuilding was carried on during and This last shipyard was discontinued at the suggestion of Thomas Jefferson in because of the enormous expense attending its support.

There was also a shipyard in Gloucester County owned by John Hudgens. Construction was carried on chiefly at the Chickahominy and Gosport yards. The shipyard on the Chickahominy was located about twelve miles from its mouth and chosen partly because of its sheltered location and the fine timber that grew near by.

The ship Thetis , and the armed brig Jefferson , and many others were built in this yard. This establishment suffered the same fate as the Warwick ropewalk during Arnold's raid in A few posts are still standing in the water to mark the spot. Just before the breaking out of the Revolution, the British Government had established a marine yard at Portsmouth, Virginia, for the use of its Navy, and named it for the dockyard Gosport near Portsmouth, England.

The ship Virginia was built here and the two frigates laid on the stocks, with a number of other vessels. Early in May, , a British fleet with a large force of frigates and transports passed through the Capes and on into Hampton Roads, under the command of Sir George Collier. Unable to meet such a formidable enemy, the Virginians withdrew their small fleet up the river for safety. The following extract is said to be from the Journal of H.

Rainbow , commanded by Sir George Collier:. Before leaving, the Virginians had set fire to a ship-of-war of 28 guns ready for launching, belonging to Congress, and two French merchant ships loaded with bales of goods and tobacco�. The quantities of naval stores found in their arsenals were astonishing.

Many vessels of war were on the stocks in different stages of forwardness; one of 36 guns, one of 18, three of 16, and three of 14, beside many merchantmen. The whole number taken, burnt, and destroyed while the King's ships were in the river amounted to one hundred and thirty-seven sail of vessels�.

Quantities of tar were found in the warehouses, and in Suffolk, 8, barrels of pitch, tar, and turpentine were seized. Much was carried away but great quantities were set on fire and left behind. Early in , it was learned that the enemy intended another invasion of the coast of Virginia, and the General Assembly took measures for defense.

In addition to land forces, the Navy was ordered to assemble a small fleet consisting of the ships Thetis , Tempest , and Dragon , the brig Jefferson and the galley Henry for the purpose of defending Hampton Roads and adjacent waters. In October, the situation seemed much more critical and Acts were passed to build two more galleys of the same construction as built by Congress in , carrying two pounders in the bow, a like number in the stern, with 6-pounders at the sides.

The rigging, sails, guns, and other materials to be provided while the galleys were on the stocks that no time be lost in preparing them for the cruise.

Clothing was wanting for 26 men�52 shirts, 26 jackets, and breeches, stockings, shoes and hats or caps. Governor Jefferson wrote to James Maxwell on January 16, , as follows: "I enclose you a plan for building portable boats, recommended by General Washington, and shall be glad that you will take measures for having about twenty of them made without delay.

We have doubts that they will suit our waters, and will be glad to confer with you on any suggested improvement. General Lafayette having arrived at York on March 13, , Governor Jefferson wrote him that there would be ready for him at the Chickahominy Shipyard four boats well-fitted to his purpose, and others were collecting in the rivers to rendezvous at Hood's.

These were for lookout boats placed in the Rappahannock, Piankatank, and York Rivers. Later, Maxwell notified the Governor that he was building a few boats at the Chickahominy Shipyard. The Governor had requested that a good bateau builder be sent there to superintend some carpenters in building bateaux for the river above the Falls, and the rest of the carpenters be set to building boats for navigating the lower parts of the river, boats so light and of such form they could be moved on wheels.

On April 21, , the traitor Arnold and Phillips made their raid up the James River, penetrating as far as Richmond. A detachment under Lieut. Ambercrombie destroyed the shipyard at Chickahominy including a large number of naval craft, among them an unfinished ship of tons, and important warehouses. On April 27, the Virginia fleet composed of six ships, eight brigs, five sloops, two schooners and several smaller craft, met the British fleet in battle a few miles below Richmond, but had to give way.

A number of vessels were scuttled or set on fire, but the enemy captured the rest, and the fleet was practically wiped out. Only one armed vessel remained, the brig Liberty. After the surrender of Cornwallis, the General Assembly met on May, , and appointed three Commissioners to superintend the work of protecting the Bay.

The ship Cormorant and the brig Liberty were prepared, and plans made for building two galleys and two barges or whale boats. The Commissioners managed to keep a small naval force together during and , until the war came to an end.

When peace was declared in , the Commissioners had in different stages of construction the schooners Harrison and Patriot , the barges York and Richmond , and the pilot boat Fly. Virginia dispensed with all her fleet except the Liberty and Patriot which were retained, with the approval of Congress, as revenue cutters.

Among the various types of vessels mentioned here, galleys are generally thought of as having been rather insignificant.

On the contrary, they were among the important vessels constructed for the Virginia Navy. While they were so built that they could easily retire up the creeks out of range of British guns, they were capable also of sailing out in the broad waters of the Bay.

They were broad in proportion to their length which varied from 60 to 90 feet, and not drawing much water could support immense weight upon their decks, as in transporting troops with their horses and baggage, and in carrying guns of the largest size.

Generally they had two masts and were rigged as schooners, but an occasional galley carried three masts as in the case of the Gloucester. Some were without masts and were called row-galleys. These were only half decked, were provided with high and strong bulwarks for the better protection from marksmen, and were propelled by oars only.

The armaments of these galleys were much more formidable in proportion to their tonnage than were those of any other vessels. In November, , two large galleys for river and sea service were ordered to be built to carry four pounders, and fourteen 9-pounders each. Also, in October, , two more large ones were ordered to carry two pounders in the bow, the same in the stern, with 6-pounders at the sides, for the protection of the Chesapeake Bay.

The Gloucester was one of the largest galleys built. Judging from the order sent to Captain Charles Thomas on April 30, , for rope and cables from the ropewalk at Warwick, the galley had a foremast, a mainmast, a mizzen and a bowsprit. All the rigging was to have a rogue's yarn in it, that it might be distinguished from merchant rope. A rogue's yarn was a single thread of red or blue which was twisted in the rope at the manufactory, and served to distinguish it from all others.

The Gloucester was used as a prison ship. Two accounts of the development of the schooner in use by Virginia during the Revolution are worth recording:. The Americans were the originators of this improved naval architecture.

It was developed by that spirit of invention and love of adventure so characteristic of a young and vigorous people, urged by necessity�.

The far-famed Baltimore clipper soon established the reputation of that long, low, rakish-looking craft, which has ever since been the cynosure of the seaman's eye. This was a trim, rakish craft known as the Virginia-built schooner, an exclusively Chesapeake type prior to the Revolution.

The war created a demand for this fast-sailing vessel and builders all along the coast constructed vessels on the clipper lines thereby converting it to a national type.

The war made the clipper-schooner internationally known, however, and before the end of the century, the French, Dutch, and British built schooners on the clipper lines. The pilot boat used in the Virginia Navy was a small fast-sailing craft used as "lookouts", only two of which, the Molly and the Fly , were armed. Their duties were attended with many hardships and extreme peril. They were obliged to hover along a dangerous coast in all weathers to give notice of the approach of every sail whether friend or foe.

They acted as a flying sentry at the gates of the Chesapeake, but constantly exposed to the broad Atlantic outside. Although the war virtually eliminated Virginia's trading fleet as well as her Navy, her shipbuilding capacity was at its best. Her many shipyards, abundant supplies of available shipbuilding timber, and her skilled craftsmen soon put her trading fleet in operation and it became an integral part of the American Merchant Marine.

Shallop �A nondescript type of small boat, from the French "chaloupe," open or half-decked, sometimes with one or two masts for use if needed. It was the most popular boat used in the colony for collecting corn from the Indians, fishing, oystering, and exploring.

Pinnace �"An old name in English marine nomenclature. The pinnaces Virginia , Discovery , and the two built at Bermuda, Deliverance and Patience were sea-going vessels. Barge �"A term applied to numerous types of vessels throughout the ages. Bateau �The Chesapeake Bay bateau in colonial times was a double-ended boat having a V-bottomed hull, built in lengths to forty or fifty feet, and was primarily a rowing or poling boat used for rivers and creeks.

Scow �A large flat-bottomed vessel having broad, square ends and straight sides, sometimes flat-decked. Probably from the Dutch term "schouw. Flat �An old form of boat, simple to build, with flat bottom, ends boarded over, used for heavy freight and ferrying, sometimes having a mast.

Skiff �A light swift open boat, generally double-ended for rowing, but sometimes equipped for sailing. Frigate �Originally a light vessel propelled by both sails and oars with flush decks. A "frigott" was constructed at Cape Comfort by Captain Argall in Later the term was applied only to a type of warship. Punt �A small flat-bottomed, open boat, usually with a seat in the middle, and a well or seat at one, or each end for use in shallow waters, propelled by oars or poles.

Yawl �A small sailing vessel rigged like a sloop with a small additional mast in the stern. Canoe �The evolution of the Chesapeake Bay canoe and the Chesapeake Bay bugeye from the Indian dugout canoe, is one of the most interesting developments in the history of shipbuilding in America. Tobacco Boat �The double dugout canoe generally referred to as the tobacco boat, was "invented" by the Reverend Robert Rose, rector of St.

Ann's Parish in Albemarle. The boats were from fifty to sixty feet in length, from four to five feet in width, clamped together with cross beams and pins, two pieces running lengthwise over these, with a capacity of from five to ten hogsheads of tobacco.

The first mention of this boat was in Rose's diary for March 14, Rucker in , and is mentioned in Jefferson's Notes on Virginia. The bateaux were made of boards from forty to sixty feet long and flat-bottomed.

They were constructed so that either end could be poled against the river bank and the hogshead rolled aboard. Each craft required a crew of three, one to steer and one each for the sideboards, the full length of the gunwales.

Sloop �A craft with a single mast and fore-and-aft rig, in its simplest form a mainsail and jib. It is said to have appeared in the colony from England before , and became the most common colonial rig.

It was the fast-sailing craft for coastwise and West Indies trade. It became very popular as a pleasure boat. Schooner �A two or more masted vessel, fore-and-aft rigged. The essentials of the schooner are two fore-and-aft sails and a headsail jib , any other sails being incidental. This type of rig was not known until the last quarter of the seventeenth century, appearing in America by , or shortly after.

During the second half of the eighteenth century, the schooner displaced the sloop as the principal colonial coasting vessel, and during the Revolution emerged as the most distinctly American type. A specific type of vessel evolved for use as pilot boats�fast, weatherly boats, somewhat on the mold of the already developing clipper schooner, about This boat soon acquired schooner rig and all the characteristics of a clipper schooner.

This trim craft, distinguished for speed and sea worthiness, proved ideal for yachting. Almost all schooner yachts until about , were built on the lines of pilot boats. The best known example was the victory of the yacht America in Brigantine �A seagoing vessel having two masts, one square rigged, the other fore-and-aft.

Snow �A seagoing vessel having two masts similar to a brig, and an additional mast abaft the mainmast which carried a spanker or driver a gaff-headed trysail. Ship �A sailing vessel having three or more masts, square rigged, the largest seagoing vessel of the period.

A term frequently applied to any vessel. Bark or Barque �A sailing vessel having three or more masts, square rigged, the after mast, fore-and-aft rigged. Barkentine �A sailing vessel with three or more masts, the fore mast square rigged, the other masts being fore-and-aft. Galley �A long, single or partially decked vessel of light draft, fitted for rowing and having one or two masts to raise for use when needed.

They ranged in size from forty to seventy-five feet in length, and were used as warships by Virginia during the Revolution when they carried from one to twelve guns. The planters and shipbuilders of Virginia had a wide choice in the selection of timber for building their boats and ships:. Virginia yielding to no known place in the known world for timbers of all sorts, commodious for strength, pleasant for sweetness, specious for colors, spacious for largeness, useful for land and sea, for housing and shipping.

For timber, we have the oak, ash, poplar, black walnut, pines and gum trees. Frequently several kinds of wood were used in the construction of a boat, and the color combinations of the natural woods, with the use of turpentine and pitch, was pleasing enough to some shipbuilders. For others, however, the vessels were painted in bright colors, often a combination of several colors.

The larger vessels were usually built of white oak, but due to the rapid growth of the tree, Virginia oak was not as good or lasting as the oak grown in England. Ships built from the American live oak, helped much to improve the reputation of colonial vessels. As a general rule, vessels built in the colony were without ornamentation of any kind, utility being the watchword, and speed important.

It has been reported, however, that a few billet heads and figureheads were placed on ships, and carved figureheads imported from Boston by a planter appeared on his vessels. Ames, S. Richmond, Andrews, C. The Colonial Period of American History. New Haven, Yale University Press, Beverley, Robert. The History and Present State of Virginia. London, Bishop, J. The History of American Manufacturers from to Philadelphia, Bloomster, E.

Sailing and Small Craft Down the Ages. United States Naval Institute, Brewington, M. Baycraft Labels at Dorothy's Discovery. Cambridge, Md. Boston, Bruce, P. New York, Brumbaugh, G. Revolutionary War Records. Washington, Byrd, William. Calendar of State Papers, Colonial Series. Campbell, Charles. History of the Colony and Ancient Dominion of Virginia. Philadelphia, Pa. Chatterton, E. English Seamen and the Colonization of America. Fassett, J.

The Shipbuilding Business in the United States. Flippen, P. The Royal Government in Virginia, Grahame, James. Gwathmey, J. Historical Register of Virginians in the Revolution, Hakluyt, Richard. Glasgow, Hariot, Thomas. Frankfort, De Bry, Also, a facsimile reprint of the first edition, Hening, W. Statutes at Large. Richmond, Va. Herrera, Antonio de. Huntley, F. In Virginia Magazine of History and Biography , vol.

Johnson, E. Johnson, Robert. Nova Britannia. In Force's Tracts , vol. Kelly, Roy, and F. The Shipbuilding Industry. Latane, J. Early Relations of Maryland and Virginia. Baltimore, Johns Hopkins University Studies. Lull, E. Mackintosh, J. Toronto, Mason, F. Mason, P. Records of Colonial Gloucester County. Newport News, Va. Mereness, N. Travels in the American Colonies. Middleton, A. Newport News, In The American Neptune , vol.

Morris, E. The Fore and Aft Rig in America. Morriss, M. The Colonial Trade of Maryland, Series Palmer, W. The Virginia Navy of the Revolution. Paullin, C.

The Navy of the American Revolution. Cleveland, Purchas, Samuel. Purchas His Pilgrimes. Quinn, D. The Roanoke Voyages, London, Hakluyt Society, Ralamb, Ake Classon. Skeps Byggerij Eller Adelig Ofnings. Stockholm, Reprinted at Malmo, Robinson, Conway. Edinburgh, Stewart, R. The History of Virginia's Navy of the Revolution. Swem, E. Virginia Historical Index. Roanoke, Va. Virginia Colony.

Virginia Company of London. Records, edited by S. Official Letters of the Governors of the State of Virginia. I: Patrick Henry, July, June, Virginia Magazine of History and Biography. Richmond, , vol. Britain's Navigation Acts prevented New England from trading its valuable commodities with other European nations. However, timber was excluded from the Navigation Acts allowing the colonies to export vast quantities of wood commodities to nations otherwise beholden to British duties.

Oak staves for wine barrels, along with building timber, white pine boards, and cedars shingles were traded to Spain, Portugal, the Canary Islands , the Azores, and Madeira. In addition, inter-colonial trade was unrestricted, allowing for the development of a major trade relationship with British Barbados. Having long since dropped all other crops in favor of sugar production, and thoroughly stripped their islands of timber, Barbados and later other Caribbean islands became virtually dependent upon timber imports from New England.

A letter from Barbadian representatives to the British Parliament in illustrated the necessity to which they relied upon New England timber. Lumber was required to maintain their buildings, staves and heading of porous red oak were in need for transporting sugar and molasses casks - even production resources were in demand to ensure economies of scale.

By New England had established robust overseas markets shipping lumber, seafaring vessels, and fishing goods. On April 27, , one day after the London Company reached the Chesapeake, a group of colonists built a small boat and launched it the following day. Due to its relatively small size 16�20 feet in length it was perfectly suited for exploring rivers and creeks, as well as for trading and transporting tobacco to ships.

Shortly after its inception, shipbuilding in the Virginia colony was a very simple operation carried out by plantation owners. A suitable location along the bank of a stream with water deep enough to float a vessel was essential. Likewise, access to suitable timber and the means to transport the materials were crucial. However, boatbuilding stagnated and shipbuilding failed to develop in those early years.

Furthermore, the few boatwrights inhabiting the colony perished in the great Indian massacre of As a result, the New England Company a reorganized version of the Plymouth Company along with the directors of the Massachusetts Company sent their own shipwrights to jump-start domestic shipbuilding.

Accordingly, shipbuilding in the early s suddenly came to life along the banks of Boston and Charlestown. The region appeared as though it were designed for building ships. White oaks provided excellent ship timber and planking. Cedars, chestnuts, and black oaks were perfect for the underwater portion of the ships � due to their impermeability to liquids, shock resistance, strength, natural durability, and decay-resistant properties among others.

Provided the vessel is not sold except to an inhabitant of this country in three years. Builders were also incentivized by receiving two shilling exemptions off export duties per hogshead of tobacco, as well as exemption from castle duties, two pence reduction per gallon on imported liquor, and exemption from duties traditionally imposed on shipmasters upon entering and clearing.

Furthermore, throughout the duration of the royal government there would be various laws remitting the duties on imports received on native ships, remission of tonnage duties, and exemptions for licensing and bond where applicable.

Lyon G. Tyler in The Cradle of the Republic wrote that ships of tons were built in Virginia and trade in the West Indies was conducted in small sloops. Regardless of the increase in timber production, the commodity was not as profitable as Richard Hakluyt had hoped.

The cause was due in part to the higher wages paid by freeholders compared to their serf counterparts in Europe, as well as the cost of transatlantic shipping. While Boston ports charged forty to fifty shillings, the Baltic ports only charged nine. That changed when England awoke to a timber crisis after commercial competition with the Dutch came to a breaking point. The Navigation Acts of had greatly limited imports into England, prompting Denmark to prey upon British ships as they sailed to and from the Baltic Sea transporting their timber cargo.

It was at this time, on the eve of the first Anglo-Dutch War � that the Admiralty considered a plan to develop a North American source of timber and masts, and forgo possible crisis as a result of impending lengthy repair of battle-shattered masts.

North European fir had been the Admiralty's timber of choice for its mast construction. However, finding its supply chain obstructed, the Admiralty's second choice was the North American white pine. A shipload had been received from Jamestown in and another in from Penobscot Bay, both of which were found to be agreeable.

Following the development of New England's shipbuilding industry, it became common for the British to retail New England ships due to significantly lower production costs. The abundance of naval stores and good timber enabled colonists to produce ships thirty percent cheaper than the English, making it the most profitable manufactured export during the colonial period. The Admiralty's venture to get mast logs out of the New England forest, in turn, produced a labor force that with it developed into a booming domestic lumber industry.

Since ninety-plus percent of New England pines harvested were unsuitable for masts, an important building and commodities lumber market emerged converting rejected masts into merchantable boards, joists and other structural lumber. Such was the success of the colonial entrepreneurs that the Crown became concerned that its newfound resource of dependable naval stores and masts would quickly dwindle.

All timber consigned under the charter were marked with three strikes of an ax resembling an upside down arrow. The importance of the policy only increased with the onset of The Great Northern War � , which all but halted Baltic exports to England. Consequently, British Parliament began passing a series of acts regulating imports from the Baltic and promoting imports from New England.

The Act of forbade the cutting of unfenced or small pitch pine and tar trees with a diameter less than twelve inches. However, the acts and policy proved virtually impossible to enforce. A survey in documented more than fifteen thousand logs that violated the twenty-four inch restriction.

His task was to survey and protect His Majesty's Woods, duties of which he performed with great enthusiasm. Bridger conducted extensive mast surveys, confiscated illegal timber, and prosecuted violators, to no avail.

Colonists didn't care, and often disregarded the Broad Arrow mark. It became virtually impossible for a single surveyor with a few deputies to police the entire expanse of New England's forests.

After much pleading on behalf of Bridger for more resources and authority, the Parliamentary Acts � slowly eased the burden of his charge. Ironically, in Bridger was removed for corruption and his predecessor Colonel David Dunbar, treated the post with indifference.

The effects of the policy on the American economy remains unclear. Without the Admiralty's quest for choice timber the American lumber industry may not have developed as quickly. Certainly, the policy ensured a steady reliable source of mast timber during England's ascension to naval dominance, but at a price.

Perceived violations of property rights on New England colonists served only to stoke the embers of rebellion. Shipments of New England timber continued unabated until the outbreak of the Revolutionary War. The last supply of New England masts reached the home country on July 31, after more than white pines had been sent under the Broad Arrow policy.

The American industrial revolution caused the national demand for timber to spike. Prior to the Civil War , more than ninety percent of the nation's energy came from wood, fueling the great transportation vehicles of the era. The burgeoning railroad industry accounted for a fourth of the national lumber demand and required the product to build rail cars and stations, fashion ties, and power trains.

Technological development helped the industry meet the soaring demand. New methods of transporting lumber, like the steam engine, provided the means to log further inland and away from water.

New machines such as the circular saw and the band saw allowed forests to be felled with significantly improved efficiency. The timber became a primary resource for both regional and national building materials, industry, and fuel. By , upstate New York and Pennsylvania formed the seat of the industry. By the Great Lakes region dominated logging, with Michigan producing more lumber than any other state. By , with timber supplies in the upper Midwest already dwindling, American loggers looked further west to the Pacific Northwest.

The shift west was sudden and precipitous: in , Idaho produced 65 million board feet of lumber; in , it produced million.

Whereas previously individuals or families were managing single sawmills and selling the lumber to wholesalers, towards the end of the nineteenth century this industry structure began to give way to large industrialists who owned multiple mills and purchased their own timberlands.

By the time he died in , his company owned over 2 million acres of pine forest. Following the onset of the Great Depression , many companies were forced to shut down. Total production of lumber fell at a devastating rate, from 35 billion board feet in to 10 billion board feet in Moreover, the steady decline of gross income, net profits, and increased consumption of cement and steel products, exacerbated the decline of lumber production.

President Roosevelt believed that unrestrained competition was one of the root causes of the Great Depression. According to The Effect of the N. Lumber Code on Forest Policy, national lumber codes regulated various aspects of the industry, including wages, hours, and price.

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