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    Maritime London: An Historical Journey in Pictures and Words
    Maritime London: An Historical Journey in Pictures and Words
    Maritime London: An Historical Journey in Pictures and Words
    Ebook240 pages2 hours

    Maritime London: An Historical Journey in Pictures and Words

    By Anthony Burton

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    About this ebook

    The book looks at London’s maritime history from the establishment of Roman Londinium to the present day. It discusses many different aspects of life on the Thames and its connecting waterways and canals. There was a time when the River Thames was the main highway for the city, when watermen plied their trade carrying passengers and goods in a wide variety of craft, ranging from rowing boats to sailing barges. The Thames was also, for many centuries, a major ship building centre, and the story includes the construction of some iconic vessels from Henry VIII’s flagship Henri Grace á Dieu to Isambard Brunel’s great steamship the SS Great Eastern. London was also until recently the country’s most important port. In the days of sail, the Port of London was crowded with vessels and it was not until the nineteenth century that major enclosed docks were built, a process that continued into the early years of the twentieth century. The early nineteenth century also saw London connected to the rest of England through a network of canals. Other topics covered include the lifeboat service, river fire fighting forces and the river police. The result is a colorful pageant that highlights the vital role that London’s waterways played in the life of the capital.
    LanguageEnglish
    PublisherOpen Road Integrated Media
    Release dateSep 15, 2022
    ISBN9781399092883
    Maritime London: An Historical Journey in Pictures and Words
    Author

    Anthony Burton

    Anthony Burton is a freelance author and broadcaster, who has specialized in industrial and transport history. He has been involved in around a hundred TV documentaries on these subjects, appearing on all the major networks. He has written biographies of some of the leading characters of the early industrial age: Thomas Telford, Richard Trevithick, Joseph Locke and Matthew Boulton, the latter with Jennifer Tann

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      Book preview

      Maritime London - Anthony Burton

      INTRODUCTION

      When writing about London in an historical context, there is always something of a dilemma. Which London is one talking about – the original city of London, scarcely larger than a village, or the massive sprawl that is the new Greater London? As this book is about maritime life, the main emphasis is going to be on the tidal River Thames. This sets the westward limit at Teddington lock, where the jurisdiction passes from the Port of London Authority to the Thames Conservancy. I have chosen Barking Creek as the eastern limit, as that will include the whole area occupied by the old London docks. Although the word ‘maritime’ is usually taken as being connected specifically to the sea, which is not a problem with regard to the activities on the tideway, I have also extended the scope to include other forms of water transport that have served the capital over the years. The illustration below shows Wenceslaus Hollar’s view of the Thames from Bankside in 1647 and shows most of the river that will be featured over the following pages.

      A panoramic view of the Thames in the seventeenth century by Wenceslaus Hollar (1607-77). It shows the contrast between the shipping below London Bridge and small craft upstream. The original picture was 5 metres long.

      CHAPTER 1

      BEGINNINGS

      The Thames lies at the heart of London’s very existence and its maritime life. It is reasonable to assume that it was being used for transport long before the settlement on the river got its present name. A lot of what happened in the distant past has to be speculative. When did Homo Sapiens first take to the water? It is easy to imagine a stone age man seeing a floating log and realizing that if he held on to it, he could cross a river. He might have been even more adventurous and tried sitting on it, but as any kid who has played around on water can tell you, the phrase ‘easy as falling off a log’ has real meaning. He could have made something altogether more stable by lashing several logs together to form a raft. Archaeologists believe that the only way in which the blue stones at Stonehenge could have been brought to the site from their quarry in the Preseli Hills of Wales was round the coast by raft and then up the River Avon, past the present site of Salisbury, to a point as close as possible to the henge. Perhaps the simplest craft, other than a raft, would have been a log boat. With the use of fire and basic tools it would be possible to hollow out a log and give it a boat shape. Sitting in a log would be a lot safer than sitting on it. All this is speculation, but when we come to look at the Bronze Age, we have actual physical evidence of what can be called boats.

      In 1880, in the mud on the north bank of the Humber at North Ferriby, the shifting mud revealed what appeared to be the remains of an ancient boat, but no one did very much about it until half a century later when two brothers, E.V. and C.W. Wright, set out to investigate the site and began the tricky job of excavation. It was not simply that the timbers were encased in cloying mud that made the work difficult, but the site was submerged at every high tide. The brothers, with the help of a few volunteers, had a maximum of just five hours between tides to remove the remains. They started work in 1938, but they were only able to remove three sections that were stored in the family greenhouse before war broke out and everything came to a halt. E.V. Wright was able to do a little more work when he came home on leave in 1940, and while clearing away the two ends of the boat, discovered a second, similar vessel alongside.

      In 1946 work could restart and this time an attempt was made to release boat number one from its muddy grave by sliding boiler plates underneath the clay and dragging the whole thing above the high-water mark. Things seemed to be going well, but as they were manoeuvring it onto solid land, the whole vessel collapsed into fragments. The pieces were then carefully laid out, numbered and work began on trying to fit the jigsaw together again. Unfortunately, little remains of this work, but with boat number two there was rather more success, though again it was a question of reassembling fragments, but conservation techniques proved more successful. In 1963, a third boat was discovered on the same site. A splendid reconstruction of the site and a vessel can be seen in the National Maritime Museum at Greenwich. The vessels have been dated to the Bronze Age, around 1500 BCE.

      Enough remains to show a great deal about the vessels and how they were constructed. The boat that has been best preserved measured roughly 13 metres. At the base of the vessel was the keel, a timber that runs from stem to stern. As this is too long for a single timber, two sections had to be fastened together by means of a scarf joint. Instead of the ends abutting directly together, the two ends that are to meet are partly cut away, so that they can overlap each other, and then be pinned. This technique has been used for the keels of wooden ships for centuries: if you are ever fortunate enough to get right down to the bottom of the hull of H.M.S. Victory you will find a neat scarf on the keel. The two timbers of the Bronze Age keel were carved from solid oak and given a slight upward curve at either end.

      The base of the vessel was built up using thinner planks that had been carved and fitted together, rather like a tongue and groove. There were no nails, instead, the planks were sewn together with strips of yew, and then made watertight by filling the gaps with moss and then covering them with slats. The sides were extended upwards by pairs of planks – the strakes – and cleats were found on the keel, to which cross battens could be added to strengthen the floor. Marks on the timber suggest that at least two different tools were used in shaping the timber, one with a straight blade and one curved. Because the boats were incomplete, we have no way of knowing how many strakes were originally used to build up the sides or the exact shape of the finished boats. There is another obvious question that needs answering; were these vessels unique to this region or were similar vessels also to be found in the south of England and possibly on the Thames? The question received a partial answer in 1992 when another Bronze Age vessel was discovered during road works near Dover. The vessel was of a similar age to the North Ferriby boats but was far more complete.

      The third of the North Ferriby Bronze Age boats during excavation from the mud of the Humber.

      A scarf joint; joints of this type have been used for connecting the timbers to form the keel of a wooden ship for literally thousands of years.

      This time, the vessel was cut into sections for removal, and then reassembled. The surviving portion was 9.5 metres long and appears to be about two thirds of the total length – making it comparable to the Ferriby boats – and the construction is similar. However, enough remained to produce a half-sized replica that was built using the same construction technique and materials as the original and was given an outing in Falmouth Harbour, where it proved quite manageable. Most experts believe that the vessel could have been sea-going, in which case it seems even more likely that there was a busy maritime trade round the south east coast of Britain 2,500 years ago, and that must have included the Thames. The remains of the original boat are now in the Dover Museum.

      The excavated remains of the Bronze Age boat found near Dover and now on display in the Dover Museum.

      Because so few boats from prehistory have survived, there are vast gaps in our knowledge of what would have been in use on our rivers at any particular period. The next major find takes us out of the Bronze Age and into the Iron Age, that lasted from around 500 BCE until the first Roman invasion. This was a period from which several log boats have been recovered. Most have been very modest craft, basically canoes, but others have been immense vessels of more complex construction. The largest craft yet is the Hasholme log boat, discovered at Holme-on-Spalding Moor in East Yorkshire in 1984. The vessel is almost 13 metres long, 1.4 metres maximum beam. The log is oak, and it has been estimated that the original log from which it was made would have to have been at least 14 metres long and over 5 metres wide. That is a massive timber and must have weighed getting on for 30 tons. Bringing the log to the construction site and manhandling it once it was there would have been a complex and difficult operation. The boat has a flat bottom, but curves toward the bow, which is closed off by separate timbers, while the stern is closed by a single timber set at right angles to the hull, what would now be known as a transom stern. This is a substantial craft, which has no indication of ever having had a mast, so it has been estimated that it would have needed a crew of eighteen at least to move it through the water. A second equally grand log boat was later found in Poole Harbour, so it is clear that craft of this kind were in use in different parts of the country, again almost certainly including the Thames.

      The Iron Age log boat found at Holme-on-Spalding and now in the Hull and East Riding Museum.

      So far, there has been a large amount of supposition about the maritime life of the Thames in prehistoric times, but with the arrival of the Romans we finally have firm evidence of what was happening, and, of course, we have the beginnings of the city of London, with the foundation of Londinium between 47 and 50 CE. It was established at an important crossing point on the Thames, the first to be reached when coming in from the sea. But a mere decade later there was a major rebellion. When the king of the Iceni died without leaving a male heir, the Romans, who forbade female inheritance, simply took over his land and wealth. His daughter Boudica protested, and the Romans had her flogged and her daughters raped. The outrage led to a major uprising led by Boudica herself, which resulted in the Romans abandoning Londinium, which was then razed to the ground. Ultimately, the rebellion failed, and the Romans began rebuilding the city and establishing it as a major port.

      Serious archaeological excavation of the Roman port began in the 1970s, when it was discovered that the waterfront in the first century was approximately 100 metres north of the present line. The dock area lay within what is now the City of London, just to the north of Lower Thames Street. The excavation revealed that the quays had been constructed with immense oak timbers, up to 9 metres long and 600 mm by 400 mm in cross section. These were piled in stacks up to nine metres high to create the quay wall, and the space behind was infilled with clay and gravel. The timbers have been dated to within the period from the first to the third centuries. There is evidence that the construction work was carried out by the military, as the ends of timbers were stamped with official marks, and sections of armour and part of a leather tent were found on site. There was also evidence of warehouse buildings along the quay, at Miles Lane and Pudding Lane. These were substantial buildings; one at Miles Lane was built of stone, 35 metres long and 9 metres wide, with several rooms, the largest of which faced out onto the river.

      There was a large landing stage, built c.70 CE, near the present Pudding Lane, that may have been used as a ferry pier before the first bridge across the river was completed some fifteen to twenty years later. The wharf area was regularly extended along the river into the third century. As heavy stones, weighing up to a ton, have been found in Roman shipwrecks, there must have been some sort of crane available to lift them from the hold, but no direct evidence has been found. However, we do know from Roman ports on the Mediterranean that they did use cranes, so there is no reason why they could not have been used here – and it is difficult to see how the ships could have been unloaded without some sort of lifting device.

      We know quite a lot about the goods that passed through the port of Londinium. One reason that the Romans bothered with this group of islands off the coast of mainland Europe was their well-known mineral wealth. They mined for gold in Wales, iron ore in the Forest of Dean and lead in the Mendips. Three stamped lead ingots were recovered from an excavated London warehouse site. The Romans also imported what they would have regarded as essentials, but were unobtainable in Britain, such as amphorae of olive oil from

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