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as far as the colonists themselves were concerned. It was more common for men and women from thel South , and the West Indies to visit the North to recover their health and to enjoy the cooler climate than it was for the Northerners to go southward, f William Byrd, 3d, and his wife planned to travel in the North in 1763, and in 1770 thirty-two people from South Carolina went to Philadelphia, New York, Newport, and Boston either as invalids or as tourists. Men on business were constantly moving about from colony to colony. Visitors from England, Scotland, and the West Indies made long journeys and were often lavishly entertained as they passed from town to town with letters of introduction from one official or merchant to another. James Birket of Antigua traveled from Portsmouth to the Chesapeake in 1750, and the record of his journey is a document of rare value in social history. Lowbridge Knight of Bristol went from Georgia to Quebec in 1764. The travels of George Whitefield, the preacher, Peter Kalm, the Swedish professor, Thompson, the S. P. G. missionary, and Burnaby, the Anglican clergyman, are well known.1
1 Other interesting accounts will be found in the records of the Quakers Edmundson, Richardson, Chalkley, Fothergill, Wilson, Dickinson, Peckover, and Esther Palmer.
In 1764-1765, Lord Adam Gordon spent fifteen months going from Antigua through the colonies to Montreal and Quebec, returning by way of New England to New York, whence he sailed for England. In 1770 Sir William Draper made the tour, with a party consisting of his nephew, his nephew's wife, and a Mrs. Beresford. The visit of these two titled Britishers made a considerable stir in American society and was duly chronicled in the papers. The impression made by Lord Adam and others may be inferred from Mrs. Burgwin's remarks to her sister: "In my last I was going to tell you about the great people we had in town [Wilmington], really a colection of as ugly ungenteal men as I've seen, four in number. Lord Adam is tall, slender, of the specter kind intirely; Capt. McDonnel a highlander very sprightly; the other two are Americans just come from England where they have been educated, both very rich, which will no doubt make amends for every defect in Mr. Izard and Wormly."
Travelers in the early part of th^_century were obliged to go chiefly by water, and they continued to use this method in the colonies south of Penn\sylvania in which the wide rivers, bays, and swamps rendered the land routes difficult and dangerous. At all times, indeed, the waterways were quicker and less fatiguing, particularly in the case of long journeys. The travelers used the larger vessels, ships, pinks, barks, brigs, brigantines, snows, and bilanders, for ocean voyages and frequently for coastwise transportation from colony to colony.
For coastwise and West India trade the commoner colonial craft in use were shallops, sloops, and schooners, of which those built in New England were the best known. Bermuda sloops or sloops built after the Bermuda model, which were prime sailers and often engaged in the colonial carrying trade, were common in the South. For passage up and down inland waters such as the Hudson River and Chesapeake Bay, and for supplying the big merchant ships in Southern waters, sloops were the rule. Rafts contrived for carrying lumber and partly loaded before launching with timber so framed as to be almost solid, were floated down the rivers. For ordinary purposes — for transporting wood, lumber, tobacco, rice, indigo, and naval stores on shallow inland watercourses — the colonists used various kinds of flatboats, each with its boss or patroon and often carrying mainsail and jib for sailing before the wind. For short distances they used dingies, yawls, and longboats as well as canoes fashioned in many sizes and shapes — either dugouts or light craft made of cedar and cypress, propelled by paddles or oars, and in some cases fitted with thwarts and steps for masts and some even with cabins and forecastles.
Flat-bottomed "fall-boats " were used for freighting and passenger travel on the Connecticut River above Hartford, but they had no sleeping accommodations and passengers had to put up for the night at taverns along the route. Such wealthy planters as the Carters on the Rappahannock had family boats with four and six oars and awnings. The customs officials at all the large ports had rowboats and barges. Some of these craft were handsomely painted, and at New York, for example, carried sails, awnings, a coxswain, and bargemen in livery, y
As the colonists made little provision for the improvement of navigation, shipwrecks were of all too frequent occurrence. Vessels ran ashore, grounded on sand bars, or went to pieces on shoals and reefs. Many lighthouses were built between 1716 and 1775, chiefly of brick and from fifty to one hundred and twenty feet high, but the lights were poor and unreliable. The earliest beacon showed oil lamps in a lantern formed of close-set window sashes. The most important early lights were in Boston Harbor, off Newport, on Sandy Hook, on Cape Henry, in Middle Bay Island, Charleston, and on Tybee Island, Savannah, and toward the end of the period in Portsmouth Harbor and at Halifax. The Boston light had a glazed cage, roofed with copper and supported on a brick arch. The lamps had to be supplied with oil two or three times in the night and even though they were snuffed every hour the glass was never free from smoke. Not until the lighthouse at Halifax was erected in 1772 was a better system adopted. In many of the more important and dangerous channels, as at the eastern end of Long Island Sound, in the North Carolina inlets, and among the bars of the Southern rivers, buoys were placed, often at private expense, and everywhere pilots were required for the larger vessels entering New London, New York, and other harbors, passing through the Capes of Virginia, navigating Roanoke and Ocracock inlets, going up from Tybee to Savannah, and sometimes on the more dangerous reaches of the rivers.