A History of Inland Transport and Communication in England. Edwin A. Pratt
of Yorkshire, for it is the Place whither all their heavy Goods are carried, to be embarked and shipped off."
One can thus well credit Hunter's statement that there appear to have been several persons residing at Bawtry in the Middle Ages who had been enriched by the commerce of "the port," as the place was, in fact, described in the Hundred Rolls; but when one thinks of the great extent of the industries of the Sheffield district as carried on at the present day, it is certainly interesting to learn of the conditions under which they were developed, and the circuitous route by which their products once reached London and the markets of the world.
The industries grew, however, in spite of all the difficulties in transport. The iron trade had existed in Hallamshire since the reign of Henry II. (1154–1189). Sheffield cutlery was well known in the Middle Ages. It was in high repute in Queen Elizabeth's time. In the early part of the eighteenth century the industries of the district were increasing at a greater rate than ever. In 1721 the weight of Hallamshire manufactures sent in the direction of the Humber was 13,000 tons; and the greater proportion of this quantity must have passed through the port of Bawtry and thence along the river Trent.
The Thames, England's greatest river, does not, so far as it serves the port of London and facilitates the immense trade there carried on, enter so much into consideration from the point of view of strictly "internal communication" as some of the lesser rivers already mentioned, the position alike of London, Liverpool, Newcastle, Southampton, etc., relating to ports, docks, harbours and commerce in general rather than to the particular forms of inland transport here under review. One must not forget, however, that, above the port of London itself the navigation of the Thames was, from very early times, of the greatest advantage to a considerable extent of country, and that the value of these services was further increased by various tributaries of the Thames.
The fact that settlement originally followed the course of rivers is abundantly shown by the number of cities, towns, monasteries, abbeys and conventual establishments set up of old in the Thames valley. The convenience, also, of water transport must have had much to do with the locating of a University at Oxford, on the Thames, just as it did with the establishment of a University at Cambridge, on the Cam, each being thus rendered accessible to scholars from Scotland and elsewhere who would have found it impracticable to make so long a journey under the early conditions of road travel. The Thames became, further, the main highway for the various counties through which it flowed, included therein being some of the most fertile districts in the land; and, though London may owe its pre-eminence mainly to foreign trade, passing between the port of London and the sea, the facilities for communication offered above the port of London by the Thames for the full extent of its navigable length were, in the pre-railway days more especially, of incalculable advantage both to the districts served thereby and to the Metropolis itself.
This advantage becomes still more striking when we take into account the rivers that form important tributaries of the Thames.
The Lea was described in a statute of 1424 as "one of the great rivers, which extendeth from the town of Ware till the water of the Thames, in the counties of Hertford, Essex and Middlesex"; and along this river there was carried at one time a very considerable quantity of produce and merchandise. The history of Ware goes back to, at least, the ninth century, when the Danes took their ships up to the town but were outmanœuvred by King Alfred, who diverted the stream, and left the vessels stranded. Not only was the founding of Ware on the spot where it stands due to the convenience of water communication, but Ware itself was one of the ideal ports of the time, inasmuch as it was so far inland, and was in convenient reach of several counties.
The navigation, as far as Godalming, of the Wey, which falls into the Thames at Weybridge, opened up a great part of Surrey and the adjoining counties to water communication with London. In recording his visit to Guildford, Defoe says of the Wey that a very great quantity of timber was carried along it, such timber being not only brought from the neighbourhood of that town, but conveyed by road from "the woody parts of Sussex and Hampshire above 30 miles from it"; though he significantly adds that this was done "in the Summer," the Sussex roads being, as I have already shown, probably unequalled for badness, and especially in the winter, by those of any other county in England. Defoe further says in regard to the Wey that it was "a mighty support" to the "great corn-market" at Farnham. Meal-men (as he calls them) and other dealers obtained corn at Farnham, and brought much of it by road to the mills on the Wey, a distance of about seven miles. In these mills it was ground and dressed, and it was then sent in barges to London, "as is practiced," Defoe adds, "on the other side of the Thames for above fifty miles distance from London."
The Medway was another means of communication between a considerable extent of country and the Thames. It was utilised, not alone for sending timber from the woods of Sussex and Kent to the port of London or elsewhere, but, also, for the distribution of general produce. Defoe says of Maidstone, the chief town on the Medway, that "from this Town and the Neighbouring Parts London is supplied with more particulars than from any single market Town in England."
In addition to these great groups of rivers, many single and minor rivers led to the opening up of inland ports which served in their day a most useful purpose.
The Exe allowed of Exeter carrying on a considerable foreign trade. Defoe tells of the "vast quantities" of woollen manufactures sent from Exeter direct to Holland, as well as to Portugal, Spain and Italy. The Dutch, especially, gave large commissions for the buying of Devonshire serges, which were made not only in Exeter but at Crediton, Honiton, Tiverton and in all the north part of the county, giving abundant employment to the people. Defoe speaks of the serge-market at Exeter as, next to that at Leeds, "the greatest in England." He had been assured, he says, that in this market from £60,000 to £100,000 worth of serges had been sold in a week.
In the neighbouring county of Somerset, Taunton was the inland port to which coal conveyed in sea-going vessels from Swansea to Bridgwater was taken in barges along the navigable Parrett. Heavy goods and merchandise from Bristol—such as iron, lead, flax, pitch, tar, dye-stuffs, oil, wine, and groceries of all kinds—were received there in the same way. From Taunton these commodities were distributed, by packhorse or waggon, throughout the county.
Whatever the original capacity of rivers naturally navigable, there came a time when, by reason either of their inherent defects or of the use of larger vessels, they required a certain amount of regulation; and there came a time, also, when it was deemed expedient to render navigable by art many rivers that were not already adapted thereto by nature. In this way the necessity arose for much river legislation, together with much enterprise in respect to river improvement, in the days when the only alternatives to river transport were the deplorably defective roads.
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