The Lambertville record. [volume] (Lambertville, N.J.) 1872-1968, 1912-04-26
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tempt to cross, during high water, in
the interval between the partial des-
truction of the bridge, by the freshet
of l841, and its restoration.
At some ferries, where the river
was narrow, the movements of the
ferry boat were controlled by ropes
attached to pullies running on rope
or wire, stretched across and usually
overhead. BY means of the ropes the
boat was placed diagonally to the
current and carried across by it's
force The method is still in use at
some points on the upper part of the
river 1t is the plan used for the
canal boats crossing between the out
lets below Lambertville and New
Hope, where heavy wire rope car
ries the pullies.
We now come to a particular con-
sideration of the most important and
interesting feature of the transporta
ton methods of the Upper Delaware.
This is found in the craft known as
the Durham Boat" which, until the
canals came into use, was the sole
means of moving commodities in both
directions, on the river between Phila-
delphia and points above tide.
This boat was well known on the
Delaware for more than a century,
for, even after the building of the
canals, it was used on them as well
as on the river, to a considerable eX-
tent
The local histories give little pre-
else information respecting the form
and the method of operation of this
important means of transporting the
commerce of the upper river. To the
writer's own recollection he has been
able to add much of interest, CLEANED
from various sources. Much infor-
nation was obtained from some who
had known something of the boat, as
well as from some who had operated
1t.
OF the latter, the one to whom the
writer was most indebted was the late
Wilson Lugar, of Lumberville, Pa,
who, at the age of seventy-eight years,
retained a remarkable recollection of
details of the construction and opera
ton of these boats
In his History of Bucks County
Gen. Davis states that the last trip of
a Durham boat to Philadelphia was
made by Isaac Van Norman, in March,
1860. Mr.. Lugar stated that he, him
self, made the last trip to that city,
with Durham boat, in 1865, with a
load of shuttle blocks, and that the
boat used on that trip was the last
used on the river.
1t is frequently stated that the Dur
ham boat was modelled after the In
dian canoe. Both were pointed at
both ends, but, in other respects, there
were marked differences. In fact the
name canoe" has been applied to a
variety of dissimilar craft
In section, the sides of the Durham
boat were vertical, for the most part,
with slight curvature to meet like
curvature of a part of the bottom,
which, for the most of its width, was
fiat
Lengthwise, the sides were straight
and parallel until they began to curve
to the stem and stern posts, at some
twelve or fourteen feet from the ends,
where the decks, fore and aft, began,
the rest of the boat being open.
The partly rounded form of the hull
was preserved at the ends. instead of
being followed, as was usual in the
Indian canoe. Perhaps the craft
most like the Durham boat, in general
shape, would have been the "dug-out,"
a log followed out and pointed at
both ends, with the bottom and sides
slightly flattened.
The ordinary length was sixty feet,
although shorter boats were built
and, in some instances, the length
was extended to even siXty-six feet,
with sometimes foot or two added to
the ordinary width of eight feet.
N tN.N ,Nf
vale to the twelve-inch keel plank
was forty-two inches. with additional
height at the ends, of some ten inches,
this and other minor features depend
Ing upon the fancy of the builder
The draft, light, was from three and
a half to five inches and loaded, about
twenty-eight inches.
The boat sixty feet long would
carry one hundred and fifty barrels
of flour or about SIX hundred bushels
of shelled corn. Some of the largest
boats built would carry twenty tons,
although the load for the ordinary
boat was from two to five tons less.
The load up stream was about two
tons.
The movement down stream was by
floating with the current, with the
aid, when necessary, of a pair of
eighteen foot oars. Moving up
stream the boat was usually propelled
by setting poles" twelve to eighteen
feet long and shod with iron. On the
thwarts was laid, on each side, a
plank, twelve inches wide. On these
walking boards" two members of the
usual crew of three, starting at the
forward end, with poles on the river
bottom and top ends to shoulders.
walked to the stern, pushing the boat
forward. While they rapidly returned
to repeat the process, the captain
who steered, used a pole to hold the
boat from going back with the cur
rent or, when necessary, pushed it
forward by setting" with a pole, in
the short distance which the length
of the stern deck permitted.
For the better footing of the cap
tain in this process, as well as for
drainage of the stern deck, this deck
was built with slight incline back
ward. The forward deck was even
with the gunwale and the surface was
slightly rounded, so as to shed the
water.
Tho steering oar was thirty-three
feet long, with a blade twelve inches
in width, of the form shown in the
plan, 1t is possible that the shape
of the oar may have slightly varied,
according to the necessities of build
ers.
A so-called keel plank" twelve
inches wide, was part of the hull,
there being no keel, The boat, as a
rule, was painted black and was with
out special name.
A movable mast, six inches in
diameter and thirty-three feet long,
with boom of the same length and
a three cornered sail, enabled the
boat to sail up stream, when the wind
favored. Being without keel or CEN
tire board, it could only sail with the
wind astern, but, with favorable
wind the progress was very rapid
Sometimes the nature of the banks
admitted of drawing the boat along
by catching hold of the overhanging
huShes n nrOcess known as "nulling