REFERENCES CITED

Panshin, A. J. and Carl de Zeeuw

1980 Textbook of Wood Technology. MoGraw-Hill Book Company ,
New York,

Record, Samuel J. and Robert W. Hess
1972 Timbers of the New World. Arno Press, Inc., New York.



towns of southeast Texas and southwest Louisiana. Without them,
travel and transportation of goods would have been nearly
impossible and settlement and development of the "big thicket"
region would have been severely curtailed throughout the
nineteenth century.

Each ferry crossing served as a critical link in the
regional trade and transportation networks. The Americanization
of Texas in the 1820s and 1830s would not have been as marked as
it were had not these vital links afforded the conduit of
American goods, settlers and ideas into the Mexican state of
Coahuila-Texas. The main artery from U.S. territory into Texas
was the Camino Real, stretching from Natchez on the Mississippi
River, through Louisiana to the Texas “port of entry" of
Nacogdoches, then southwestward to San Antonio. Although most
colonists and adventurers probably entered Texas via this route,
many others would seek new lives in the area of the "big
thicket" traversing the region between the Sabine and Trinity
rivers. Small, local ferries provided necessary links for these
travelers throughout the region. They also served to bring in
fighters for the Texas rebellion, served as escape routes during
the "Runaway Scrape" (Seale 1966:30) when it looked as though
Santa Anna's army woul: retake Texas, and again channeled the
same colonists back hor: when the Republic was created.

Ferryboats would continue as vital links in the trade and
transportation necessary to take Texas through its years as a
Republic, as a state within the Union, through the Civil War and
toward the twentieth century. Although steamboats, keelboats,
and flatboats carried the bulk of goods and passengers from
north-to-south during this period, ferryboats would continue as
critical links in the east-west movement well into the first
half of the twentieth century. As such, their importance to
both local and regional history is significant.

CONCLUSIONS

As a result of the investigations conducted in December of
1991, the following conclusions are offered regarding the
exposed remains about 1 mile downstream from the Sheffield boat
ramp. The remains are of a wooden vessel of barge construction
that served as a ferryboat at one of at least four upriver
locations. This use is based on construction evidence of the
river craft and comparison with historic photographs of local
ferryboats of similar design. Which ferry operation this
particular craft was associated with is unknown. Somehow, the
craft found its way downstream where it eventually came to rest
on the river bottom, was covered with sand deposited by the
river, and then the river changed course, only to return and
uncover the wreck.

13



FIGURE 2: View downriver of one chine log extending
out of the river bank and over the Neches River.

FIGURE 3: View west toward the river bank showing the
chine logs protruding from the sandy river bank.


WooD ANALYSIS OF THREE SAMPLES FROM THE FERRYBOAT SITE, EAST TEXAS

Prepared For

National Park Service, Southwest Region
Santa Fe, New Mexico

February, 1992




TRUNNEL

‘AL PIN
wer MORTISE HOLES

HALF LAP

CROSS-TIES
(missing)

STRINGERS

FIGURE 6: Plan Map of the Ferryboat Site.


FIGURE 4: View from bank looking upriver showing
the major exposed features of the ferryboat
remains. The two chine logs bracket the three
interior stringers.

FIGURE 5: Same view as Figure 4 with vim Trott
for scale. Note the single deck plank across
the stringers.



INTRODUCTION

Three wood samples from a chine log, a Mmll plank, and a deck plank were
collected from a ferryboat sunk in the Neches River in eastern Texas. These
three samples were examined to determine what timber these parts of the ferryboat
were constructed of.

METHODS

Pieces of each sample were placed in a non-ventilated drying oven and dried
at 70 C for approximately 2 hours. The dried pieces were then broken to expose
a fresh cross section and examined under a magnification of 60x using a binocular
microscope.

DISCUSSION AND CONCLUSIONS

The sunken partial ferryboat was discovered in the Neches River in eastern
Texas. Sample 1 was taken from the right chine log. This wood was identified
as Pimus (pine). Sample 2 was taken from a hull plank and was identified as
Pinus. The third sample was collected fram a deck plank and was also identified
as Pinus. These parts of the ferryboat, and possibly the entire ferryboat, were
all constructed of pine wood, most likely Southern Yellow pine, although the
Species could not be confirmed microscopically. Pine is considered the most

rigida, Pinus echinata, and iottii. Wood from these trees has many
uses, including hardboard, particle board, poles, mine timbers, piling, railroad
ties, construction plywood, structural ti , construction, boxes,

timbers i
crates, agricultural implements, and ship- and boatbuilding (Panshin and Zeeuw


FIGURE Closeup showing construction detail.
Hull planking (A) exposed in river bank underlays,
and is attached to, the stringer (B). Deck
planking (C) overlays the stringer. Scale is 4.6
in/12cm.

FIGURE 9: Closeup of construction detail. A - hull
planking, B - chine log shelf, C - deck plank, and
D - chine log. Scale is 7.5 in/19 cm.


P- ble

DISCOVERY OF A

NECHES RIVER FERRYBOAT
{BIG THICKET NATIONAL PRESERVE

TYLER COUNTY, TEXAS

JAMES E. BRADFORD

With an Appendix by
Kathryn Puseman

1992

spe ITED
mere

National Park Service
Division of Anthropology
BRANCH OF CULTURAL RESOURCES MANAGEMENT
PARK PAPERS BITH-02

Santa Fe, New Mexico

B&W Scans
@©-2O0 -200S_



Construction detail. A - chine log, B -
trunnels, C - stringer, D - deck plank, and E -

notch in underside of stringer.

FIGURE 12: Construction detail. Half lap cut into
the end of the center stringer. Note trunnel hole
through stringer.



The craft was strengthened longitudinally by three
stringers between the chine logs: one on centerline, and one to
either side. All three measure 4 by 4 inches and run at least
the waterline length of the craft. Whether they continued up
the stern/bow rake to a transom can only be answered by exposing
the buried end. With the exception of the chine logs, all
structural members in the last 5 to 6 feet are missing from the

exposed end of the vessel. Where the larger cross-tie was
located, a half lap was cut in the top of the stringers to
support it (Figures 6, 10 and 12). With the smaller cross-ties,

a single notch was cut in the underside of the stringers, thus
allowing the stringers to overlay the cross-ties which, in turn,
were flush with the hull planking below (Figures 6, 7, 10 and

11).

Flooring, or deck planking, was laid on the shelf of each
chine log. Lumber used for the flooring measures 1 by 5 inches
and spanned the 8.25~foot width between the chines. Slightly
larger boards were used for the hull planking, these measure 1.5
by 6 inches and were fitted between the notches located on the
underside of the chines. This lower width is closer to 9 feet.
As with the chine logs, lumber for both decking and planking is
also pine.

All planking, as well as the larger cross-ties, was secured
with wooden trunnels. A pair of trunnels was used to fasten
each end of the planking with each trunnel extending through the
flooring, the chine shelf, and the hull planking. A point of
interest regarding the trunnels is that, although the holes in
the stringers and shelves are round, the ends of the trunnels
are about 1l-inch square. According to Larry Murphy (personal
communication, December 1991) trunnels are usually octagonal in
cross section with square ones rare in vessel construction.
Possibly, that the trunnels were wedged on the ends, but
evidence of this was not readily noted during the fieldwork.

The single piece of metal noted on the vessel is a 3/4-inch
diameter pin driven in the gunwale of the north chine log
(Figure 6). The function of this item is unknown, but the lack
of any other metal in the construction of this vessel is

noteworthy.

No clear evidence exists for additional features on the
craft. Ferryboats of this style often had side railings that
extended above deck level and served to keep vehicles and
passengers on the craft. A photograph of a ferryboat at the
Sheffield Ferry (see Moreley 1975:149) depicts such railing, but
no evidence of such a feature was obvious on this exposed wreck.
Ramps attached to the transoms at either end also were a common
feature on ferryboats of this style, but no evidence to support
this was noted because the exposed ends of the chine logs are
splintered.

10



*qeoghzzeq ey} JO UOTIeASTY pue suOTIOeg ssoID pejoNazjsUCDeY

abe NUBLS/MOB——— aSILUOW
oa

82 qanola

907 aNIHD

a a ee ee Ne

TANNNYL



support a thick cover of trees and shrubs. The bank is nearly
vertical at the site because the feature is in the cutting side
of the river. Photographs taken earlier during low water
indicate the craft rests on a clay deposit that may delineate
the river bottom at the time of loss. The clay deposit is
distinct from the overlying sandy soil surrounding the craft.
Exposure of the craft is not surprising. The Neches River is
known for its significant fluctuations in water level, and
flooding is common. A pattern of sandbar build up exists, ‘which
cuts off sections and forms oxbow lakes or "cutoffs".

The craft appears to be the nearly intact remains of a
wooden ferryboat. Fourteen feet of hull, an estimated
one- quarter to one-third of the total length, was found
projecting out over the river with the remainder buried beneath
13.5 feet of river bank sand (Figures 2-5). Inspection revealed
a flat bottomed, keel-less craft of basic barge construction
(Figures 6 and 7).

CONSTRUCTION

The following description assumes that construction of the
buried portion of the ferryboat mirrors that of the exposed
section. The sides of the craft are formed by two chine logs,
or side girders, connected by a series of cross-ties fastened
either into or onto the chine logs. Both chine logs are single
pieces of Southern Yellow (?) pine shaped to form the hull
sides, The interior of each chine log is cut to form a shelf on
whica deck planking was fastened and notched on the bottom to
accept hull planking (Figures 7a-b, 8 and 9). Total height of
the chine logs is between 12 and 15 inches with the shelf
measuring 4 inches wide by 4 inches high. The underside shelf
notch is about 2 inches in height.

The cross-ties, or frames, are composed of two types: 1)
a heavier piece measuring 4.5 inches wide by 1.5 inch thick that
was fitted into a mortise in the shelf just aft of the run, or
bow/stern rake, of the craft (Figures 6, 7c and 10); and 2) a
slightly smaller board measuring 3.5 inches by 1 inch located 3
feet aft of the heavier frame (Figures 6 and 10). The method of
attachment of the smaller piece to the chine logs could not be
determined; no mortises were observed in the shelf at this
point. In cross section the heavier frame is situated midway
between the hull planking and flooring within the bilges (Figure
7a), while the smaller cross-ties were situated so as to lay
directly on top of, and parallel with, the hull planking (Figure
7b). Based on this evidence, it is suggested that a series of
three or four (depending on the actual length of the craft) of
the smaller cross-ties are between the two larger end frames.


The craft, although simple in design, exhibits construction
characteristics of a builder with some knowledge of ship or boat
building; this was not a first effort of some local woodsman at
boat making. The creation of the chine logs with the shelf and
notch for planking took some forethought and skill to execute.
Each chine long was carved from a single piece of wood as no
scarfs appear in the exposed sections. The use of square
trunnels in round holes is unusual though not unknown--it has
been reported elsewhere in boat building (Larry Murphy, personal
communication, December 1991). The use of wooden fasteners,
implies the craft dates to the first half of the nineteenth
century. After the Civil War, metal fasteners were widely
available and affordable. This pre-Civil War date could
associate it with one of the earlier ferry operations upstream
(e.g., Thompson's Ferry, or the earliest years of the Sheffield
or Town Bluff ferries). If so, such an association would make
the vessel extremely significant in local and regional history.

RECOMMENDATIONS

Based on the above information and discussion, the
following recommendations are provided.

1. Historical research should be conducted on the
ferryboat operations of the Neches River, particularly those
upstream from the vessel. This could result in obtaining more
precise information on this vessel and could contribute to the
interpretive program of Big Thicket National Preserve.

2. Protection of the site should be provided. Several
factors currently pose threats to the site, including both
natural and cultural impacts. The most obvious cultural impact
is the destruction of the remains through vandalism and/or
intentional removal. The protruding chine logs may be seen as
a safety threat to boaters and could be cut off for river safety
reasons. The same pieces could be perceived as a diving or
fishing platform and suffer damage through recreational use.
Natural threats include, first and foremost, fluctuating water
levels in the river, resulting in a damaging wet/dry cycle of
the vessel fabric. Once exposed to the open air, this
alternating cycle would quickly destroy historic fabric. Such
conditions are already in place; the river is known for its
great fluctuations in water level caused both by natural
flooding events and varying amounts of water releases from the
Town Bluff Dam up stream. A secondary threat from flooding is
the possibility of swift current carrying large trees or snags
down river and colliding with the exposed vessel remains. This
could result in the destruction of the exposed pieces of the

14



REFERENCES CITED

Anonymous

1991 Ferry Hunting on the Neches. The East Texas Echo
4:11. November 6, 1991. Woodville, Texas.

Moreley, Lou Ella

1975 Pioneer Days of Tyler County. Miran Publishers.
Forth Worth.

Seale, William

1966 Texas Riverman, The Life and Times of Captain Andrew
Smyth. University of Texas Press, Austin and London.

16



JASPER
e
v 9
a)
Se
69 EA Cm
87)
%
9 2
TOWN BLUFF DAM
wae % & upper necues
WOODVILLE BEECH 9) River conRiDOR Kos
992) a UNIT
MAGNOLIA
CREEK SPRINGS
se UNIT
: af
qe
1013)
4013 SPURGER
FM 1073 | SHEFFIELD
HILLISTER BRIDGE BOAT RAMP
WARREN
>.
94g ¢
é
TURKEY
CREEK FRED
UNIT
69
8
G06 3)
NECHES BOTTOM
2 AND JACK GORE
¢ BAYGALL UNIT
° 5
ee |
MILES
FIGURE 1:

Neches River Corridor Unit.

Map Showing the Area of Discussion in the Upper


INTRODUCTION

In September 1991, Big Thicket National Preserve staff
received a report of remains of a river craft exposed in the
west bank of the Neches River about a mile downstream from the
Sheffield boat ramp (Figure 1). Rangers from the Upper Neches
River Corridor Unit investigating the report found the remains
of a small wooden craft projecting from the river bank--at that
time about 6 to 7 feet above water level and almost 14 feet
below the top of the river bank. Photographs of the craft were
taken and sent to Regional Archeologist Ronald Ice. Although
scheduling prevented immediate investigation by his staff, a
visit to the park allowed documentation of the site on December
12, 1991. Site recordation was conducted by Mr. Ice and the
author, both from the Division of Anthropology, with assistance
by Mr. Jim Trott, Division of Conservation, Southwest Regional
Office. Post-field consultations also were held with Dan
Lenihan and Larry Murphy of the Submerged Cultural Resources
Unit in Santa Fe. The remains are recorded as site 41TL39 in
the Texas state site system.

METHODOLOGY

The feature was treated as an archeological site, with
standard recording practices followed. Documentation included
completion of a State of Texas Archeological Site Data Form that
provides comments on location, environment, feature description,
site condition, and recommendations. Additionally, a locational
map, a measured plan map, and construction detail drawings were
made. Black-and-white photographs were taken, and three field
specimens (wood identification samples) were obtained from the
side, a hull plank, and a deck plank. A wooden trunnel sample,
however, was not obtained. All dimensions were taken in
Imperial measurements. Wood identification was conducted by
Paleo Research Labs of Golden, Colorado, and those results are
presented in an Appendix to this report. Original notes and
photographs are housed at the National Park Service, Division of
Anthropology in Santa Fe. Copies are on file at Big Thicket
National Preserve headquarters in Beaumont and with the Texas
Archeological Research Laboratory in Austin.

SITE DESCRIPTION

The site consists of a single feature protruding from the
west bank of the Neches River 1.6 miles downstream (south) of
the Farm-to-Market Highsay (FM) 1013 bridge and 1.2 miles below
the Sheffield boat ramp, the location of the old Sheffield
Ferry. The locality is at the north end of the first hairpin
curve in the river below the highway. The river, about 100 feet
wide at this point, is contained within high, sandy banks that



HISTORY

r ) Very little time was available for researching potential
ferry sites associated with the ferryboat. Additionally, the
available sources sometimes contradict one another or suffer
from a lack of precise information. Ferrying on the Neches
River has a long history that began in the early 1830s. At
least four ferry locations occur within 16 river miles upstream
of the investigated site. The closest is the Sheffield Ferry,
located just a mile upstream.

The immediate area of the FM 1013 bridge is probably the
site of a ferry built by Ephraim Thompson around 1834 (Anonymous
1991:3). Thompson was an American citizen who received a league
of land for settlement from a local Mexican landowner. Thompson
owned land on both sides of the Neches River, which would have
required a ferry crossing, and it is assumed to have been in
this vicinity. Thompson died in 1836, and it is not known how
long his land was owned and worked by his family. In 1852,
however, Jeff Sheffield came to the area and established (or
took over?) a ferry operation in the vicinity of what is now the
FM 1013 bridge. Sheffield continued to operate his ferry as a
private business until 1881 when the Tyler County Commissioners
established it as a public ferry (Anonymous 1991:3). The ferry
continued in operation until 1959 and has the distinction of
being the last public ferry on the Neches River (Moseley
1975:147-148).

e About 5.5 river-miles upstream from the Sheffield Ferry,
and about 2.5 miles northeast of Spurger, is an unnamed ferry
crossing for which little information has been found (Anonymous
1991:3).

Continuing upriver, somewhere between Spurger and Town
Bluff, is the Works Bluff Ferry. This land was owned by Dr.
John Works during the 1850s and possibly into the 1860s. When
the ferry was established at this crossing is unknown, but it
was being operated by Tom Bower from around the turn of the
century until 1929 (Anonymous 1991:3).

The Town Bluff Ferry, in the vicinity of the Town Bluff
Dam, is about 14 river-miles north of the FM 1013 bridge. This
ferry is considered the oldest ferry on this portion of the
river, having been operated by a man named Wyatt Hanks as early
as 1833 (Anonymous 1991:1). The ferry served as an important
link not only on the east-west road through the region but also
the north-south road from Nacogdoches to Beaumont.

As is obvious by the number of ferry operations within a

16-mile stretch of the Neches River, ferryboats were
indispensable links in the roads connecting the large and small

r } 12


vessel. Flooding also could remove the overburden protecting
the buried portion of the vessel and carry all remains down
stream resulting in complete loss of the site.

Given the above threats, we recommended the site be
investigated further through excavation and the materials be
removed for preservation/conservation. An on-site visit by a
qualified conservator would be necessary and a conservation plan
prepared before any archeological excavation. Preparation of a
research design also would be necessary, which would direct the
study toward specific questions if the vessel's history,
construction, and use. We see no other means of providing
protection for this site.

ACKNOWLEDGEMENTS

Several individuals contributed to this effort. The author
would like to extend appreciation to the staff at Big Thicket
National Preserve, particularly Superintendent Ronald Switzer
for bringing the matter to our attention, Ranger Kevin Bishop
for providing access to the site, and to Chief of Interpretation
David Baker and volunteer Maxine Johnston for providing
information and references on the local history. Thanks to Alan
Saltus of Prairieville, Louisiana for information on ferryboat
construction. In the National Park Service Southwest Regional
Office, gratitude is extended to Dan Lenihan and Larry Murphy of
the Submerged Cultural Resources Unit and to Ronald Ice and
Larry Nordby of the Division of Anthropology for comments on the
draft report. Carmen Silva drafted the perspective drawing in
Figure 4. Thanks, also, to Dawn McGilvrey, Lourdes Lujan, and
Mary Padilla of the Division of Information Management for their
concerted efforts in reproducing the figures through desk top
publishing.

15