- Col. William Fitzhugh's land at Boyd's hole, over to Maryland.
- Hoe's to Cedar point.
- Tripplet's land below the mouth of Quantico creek, over to Brooks's land.
- Robert Lovell's in the county of Westmoreland, over to Maryland.
- Land of William Russel on Sherendo, cross into the fork, or cross the main river.
- Kersey's landing on Col. Carter Burwell's land, to the land of Col. Landon Carter.
- Gersham Key's land, to the land of the Honourable William Fairfax.
- Williams' Gap, from the land of the Right Honourable the Lord Fairfax, where John Melton now lives, to the land of Ralph Wormley, Esquire.
- Plantation of George Mason, opposite to Rock creek, over to Maryland.
- Plantation of John Hereford in [Doegs?] neck, over the river, to the lower side of Pamunkey in Maryland.
- Hunting creek warehouse to Frazier's point, or Addison's.
- Land of Ebenezer Floyd to Powell's.
- Evan Watkin's landing, opposite to Canagochego creek, to Edmund Wade's land in Maryland.
- Land of William Clifton to the land of Thomas Wallis.
- Land of Hugh West to Frazier's, or Addison's.
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 1752, 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 1757, 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, 1768, 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." In the late seventeenth century, the Henrico county ferry was run by a woman. The county levy for that year was the sum of 2,000 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, 1939. "For a century from 1650, ferries were maintained across the two branches of Pagan river at Smithfield in Isle of Wight county. In 1750, these ferries were abandoned for toll bridges." From year to year, ferries gradually gave way to bridges and now, when we have passed the middle of the twentieth century, there are few ferries left in Virginia. 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.
Shipbuilding in the Period of the Revolution
At a Convention of delegates and representatives of the counties and corporations of the Colony of Virginia on July 17, 1775, 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, 1775, and July, 1776, 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.