The Historic Thames Part 2

Hythe also is thought to be Teutonic. One can never be quite sure with a purely Anglo-Saxon word, that it had a German origin, but at least Hythe is Anglo-Saxon, a wharf or stage; thus Bablock Hythe on the road through the Roman town of Eynsham across the river to c.u.mnor and Abingdon, cutting off the great bend of the river at Witham; so also the town we now call "Maidenhead," which was perhaps the "mid-Hythe"

between Windsor and Reading. Some few certainly Celtic names do survive: in the Sinodun Hills, for instance, above Dorchester; and the first part of the name Dorchester itself is Celtic. At the very head of the Thames you have Coates, reminding one of the Celtic name for the great wood that lay along the hill; but just below, where the water begins, to flow, Kemble and Ewen, if they are Saxon, are perhaps drawn from the presence of a "spring." Cricklade may be all Celtic, or may be partly Celtic and partly Saxon. London is Celtic, as we have seen. And in the ma.s.s of places whose derivation it is impossible to establish the primitive roots of a Celtic place name may very possibly survive.

The purely Roman names have quite disappeared, and, what is odd, they disappeared more thoroughly in the Thames Valley than in any other part of England. Dorchester alone preserves a faint reminiscence of its Romano-Celtic name; but Bicester to the north, and the crossing of the ways at Alchester, are probably Saxon in the first part at least.

Streatley has a Roman derivation, as have so many similar names throughout England which stand upon a "strata" or "way" of British or of Roman origin. But though "Spina" is still Speen, Ad Pontes, close by, one of the most important points upon the Roman Thames, has lost its Roman name entirely, and is known as Staines: the stones or stone which marked the head of the jurisdiction of London upon the river.

To return to the river regarded as a _boundary_, it is subject to this rather interesting historical observation that it has been more of a boundary in highly civilised than in barbaric times.

One would expect the exact contrary to be the case. A civilised man can cross a river more easily than a barbarian; and in civilised times there are permanent bridges, where in barbaric times there would be only fords or ferries.

Nevertheless, it is true of the Thames, as of nearly every other division in Europe, that it was much more of a boundary at the end of the Roman Empire, and is more of a strict boundary to-day, than it was during the Dark Ages, and presumably also before the Claudian invasion. Thus we may conjecture with a fair accuracy that in the last great ordering of boundaries within the Roman Empire, which was the work of Diocletian, and so much of which still survives in our European politics to-day (for instance, the boundary of Normandy), the Thames formed the division between Southern and Midland Britain. It is equally certain that it did _not_ form any exact division between Wess.e.x and Mercia.

The estuary has, of course, always formed a division, and in the barbarian period it separated the higher civilisation of Kent from that of the East Saxons, who were possibly of a different race, and certainly of a different culture. But the Thames above London Bridge was not a true boundary until the civilisation of England began to form, towards the close of the Dark Ages. It is perpetually crossed and recrossed by contending armies, and the first result of a success is to cause the conqueror to annex a belt from the farther bank to his own territories.

It is further remarkable that the one great definite boundary of the Dark Ages in England--that which was established for a few years by Alfred between his kingdom and the territory of the Danish invaders--abandons the Thames above bridges altogether, and uses it as a limitation in its estuarial part only, up to the mouth of the Lea.

With the definition of exact frontiers for the English counties, however, a process whose origin can hardly antedate the Norman Conquest by many years, the Thames at once becomes of the utmost importance as a boundary.

Its higher and hardly navigable streams are not so used. The upper Thames and its little tributaries for some ten miles from its source are not only indifferent to county boundaries, but run through a territory which has been singularly indefinite in the past. For instance, the parish of Kemble, wherein the first waters now appear, has been counted now in Gloucester, now in Wilts. But when these ten miles are run, just after Castle Eaton Bridge, and not quite half way between that bridge and the old royal palace at Kempsford, the Thames becomes the line of division between two counties, and from there to the sea it never loses its character of a boundary.

It is a tribute to the great place of the river in history that there is no other watercourse in England nor any other natural division of which this is so universally true.

The reason that the Thames, like so many other European boundaries, has come late into the process of demarcation, and the reason that its use as a limit is more apparent in civilised than in uncivilised times, is simply the fact that limits and boundaries themselves are never of great exact.i.tude save in times of comparatively high civilisation. It is when a complex system of law and a far-reaching power of execution are present in a country that the necessity for precise delimitation arises. In the barbaric period of England there was no such necessity. Doubtless the men of Berks.h.i.+re and the men of Oxfords.h.i.+re felt themselves to be in general divided by the stream; but had we doc.u.ments to hand (which, of course, we have not) it might be possible to show that exceptional tracts, such as the isolated Hill of Witham (which is much more influenced by Oxford than by Abingdon), was treated as the land of Oxfords.h.i.+re men in early times, or was perhaps a territory in dispute; and something of the same sort may have existed in the connection of Caversham with Reading.

In this old age of our civilisation the exact.i.tude of the boundary which the Thames establishes is apparent in various survivals. Islands now joined to the one bank and indistinguishable from the rest of the sh.o.r.e are still annexed to the farther sh.o.r.e. Such a patch is to be found at Streatley, geographically in Berks.h.i.+re, legally in Oxford; there is another opposite Staines, which Middles.e.x claims from Surrey.

In all, half-a-dozen or more such anomalous frontiers mark the course of the old river. One arrested in process of formation may be seen at Pentonhook.

A boundary--that is, an obstacle to travel--has this further feature, that the point at which it is crossed--that is, the point at which the obstacle is surmounted--is certain to become a point of strategic and often of commercial importance. So it is with the pa.s.ses over mountains and with the narrows of the sea, and so it is with fords and bridges over rivers. So it is with the Thames.

The energies both of travel and of war are driven towards and confined in such spots. Fortresses arise and towns which they may defend.

Depots of goods are formed, the coining and the change of money are established, secure meeting places for speculation are founded.

Such pa.s.sages over the Thames were of two sorts: there are first the original fords, numerous and primeval; next the crossing places of the great roads.

Of the original fords we have already drawn up a list. Few have, merely as fords, proved to be of strategic or commercial value. Oxford may have been an early exception; and the difficult pa.s.sage at Abingdon founded a great monastery but no military post: the rise of each was connected, as was Reading (which had no ford), with the junction of a tributary. Wallingford alone, in its character of the last easy and practicable ford down the river, had for centuries an importance certainly due to geographical causes alone. Two princ.i.p.al events of English history--the crossing of the Thames by the Conqueror and the successful challenge of Henry II. to Stephen--depend upon the site of this crossing. Long before their time it had been of capital importance to the Saxon kings, so early as Offa and so late as Alfred.

If the bridges built at Abingdon in the fifteenth century had not gradually deflected the western road, Wallingford might still count the fourteen churches and the large population which it possessed for so many centuries.

Apart from Wallingford, however, the fords, as fords, did little to build up towns or to determine the topography of English history. Of more importance were the crossings of the great _roads_.

When one remembers that the south of England was originally by far the wealthiest part of the country, and when one considers the shape of Ireland, it is evident that certain main tracks would lead from north to south, and that most or all of these would be compelled to cross the Thames Valley. We find four such primeval ways.

One from the Straits of Dover in the south-east to the north-western centres of the Welsh Marches and of Chester, the Port for Ireland, and so up west of the Pennines. This came in Saxon times to be called the _Watling Street_, a name common to other lesser lanes.

Another, the converse to this, proceeded from the metal mines of the south-west to the north-east until it struck and merged into other roads running north and east of the Pennines. This came to be called (as did other lesser roads) the _Fosse Way_.

A third went more sharply west from the southern districts, and connected them not with the Dee, but with the lower Severn. This track ran from the open highlands of Hamps.h.i.+re through Newbury and the Berks.h.i.+re Hills to Gloucester, and was called (like other lesser tracks) the _Ermine Street_.

Finally, a fourth went in a great bend from these same highlands up eastward to the coast of the North Sea in East Anglia. This was called in Saxon times the _Icknield Way_.

All these can be traced in their general direction throughout and for most of their length minutely. All were forced to cross the Thames Valley, which so nearly divided the whole of South England from east to west.

Of these four crossings the first in point of interest is that which the _Ermine Street_ makes over the upper Thames at _Cricklade_.

These old roads are of capital importance in the story of England, and though historians have always recognised this there are a number of features about them which have not been sufficiently noted--as, for instance, that armies until perhaps the twelfth century perpetually used them; for the great English roads, though their general track was laid out in pre-historic times, were generally hardened, straightened, and embanked by the Romans in a manner which permitted them to survive right on into the early Middle Ages; and of these four all were so hardened and strengthened, except the Icknield Way. Not one of them is quite complete to-day, but the Ermine Street is perhaps the best preserved. It is a good modern road all the way from Bayden to Gloucester, with the exception of a very slight gap at this village of Cricklade.

It originally crossed the river half-a-mile below Cricklade Bridge, so that the priory which stood on the left bank lay just to the south of the old road. How and when the old bridge at Cricklade fell we have no record, but one of the most important records of the Thames in Anglo-Saxon history is connected with this pa.s.sage of the river.

The importance of Cricklade as a station upon the upper Thames does not only proceed from its being the crossing place of a great road, it is also the point when the first important tributary stream, the Churn, joins the Thames. Above this junction the Thames nowadays is hardly a stream; and even in the eighteenth century and earlier, before the digging of the Severn and Thames Ca.n.a.l, it must have depended on the weather whether there were any appreciable amount of water in the upper part or not. It would probably be found, if records could be examined, that the mills at Somerford Keynes were not continually worked throughout the year, even when the supply of water had been left undiminished by modern engineering. But when once the Churn (which, as we have seen, has a larger volume of water than the Thames) had fallen in at Cricklade the two formed a true river, with depth in it always sufficient to support a boat, and with a fairly strong stream, as also with a width sufficient for minor traffic; and it is after Cricklade that you get a succession of villages and churches dependent upon the river and standing close to its banks.

But though this piece of hydrography has its importance the chief meaning of Cricklade in history lay in the fact that it was the spot where this Ermine Street on its way from the south country to the Severn Valley got over the Thames, and the village connected with it was entrenched certainly in Roman and probably in pre-Roman times.

This entrenchment may still be traced.

The crossing of the Thames by the Icknield Way, unlike the crossing of the Ermine Street at Cricklade, presents a problem.

Cricklade, as we have seen, is a perfectly well-established site, and we owe our cert.i.tude upon the matter to the fact that the Romans had hardened and straightened what was probably an old British track. But with the crossing of the Icknield Way no such complete cert.i.tude exists, for the Icknield Way was but a vague barbarian track, often tortuous in outline, confused by branching ways, and presenting all the features of a savage trail. Doubtless that trail was used during the four hundred years of the high Roman civilisation as a country road, just as the similar trail, known as the "Pilgrims' Way" from Winchester to Canterbury, was used in the same epoch. There are plenty of Roman remains to be found along the track, and there is no doubt that all such roads, even when the State was not at the expense of hardening or straightening them, were in continual use before, as they were in continual use after, the presence of Roman government in this island; but the Icknield Way does not approach the river in a clear and unmistakable manner as would a Roman or a Romanised road. It is on this account that the exact point of its crossing has been debated.

The problem is roughly this: the high and treeless chalk downs have been used from the beginning of human habitation in these islands as the princ.i.p.al highways, and any single traveller or tribe that desired in early times to get from the Hamps.h.i.+re highlands to the east and north of England must have begun by following the ridge of the Berks.h.i.+re Hills, and by continuing along the dry upland of the Chiltern Hills, which continue this reach beyond the Thames. But the spot at which the pre-historic crossing of the Thames was effected cannot be determined by a simple survey of the place where the Thames cuts through the chalk range. Wallingford up above this gorge has certain claims, both because it was the lowest of the continually practicable fords upon the river, and because its whole history points to an immemorial antiquity. Higher still, Dorchester, on which every historian of the Thames must dwell as perhaps the most interesting of all the settlements upon the banks of the river, has also been suggested. Just above Dorchester, on the Berks.h.i.+re side, stands the peculiar isolated twin height which forms so conspicuous a landmark when one gazes over the plain from the summit of the Downs. Such landmarks often helped to trace the old roads. And Dorchester has also an immemorial antiquity--a pre-historic fortification upon the hills above, and fortifications, probably historic, on the Oxford bank below, but Dorchester has no ford.

When all the evidence is weighed it seems more probable that the regular crossing from the Berks.h.i.+re Hills to the Chilterns was effected at Streatley.

Of this there are several proofs. In the first place, the name of the place suggests the pa.s.sage of some great way. Place names of this sort are invariably found upon some one of the princ.i.p.al roads of England.

In the second place, a lane bearing the traditional name of the Icknield Way can be traced to a point very near the river and the village. Another can be recovered beyond the river. The name would hardly have been so continued--even with considerable gaps--both upon the Oxfords.h.i.+re and the Berks.h.i.+re side unless the place of regular crossing had been here.

Within a mile or two of Streatley this lane begins to descend the side of the Berks.h.i.+re Downs. Just before it falls into the Wantage Road and is lost it has begun to curl round the shoulder of the steep hill; but there is no way of telling at what precise spot it would strike the river upon the Berks.h.i.+re side, because a thousand years or so of building, cultivation, and other changes have obliterated every trace of it.

Luckily, we have some indication upon the farther bank. A way can then be traced here as a lane (and in the gaps as a right of way, as a path, or sometimes only by its general direction) for some miles on the Oxfords.h.i.+re side as it approaches Goring and the river coming from the Chilterns. And we know the point at which it strikes the village.

This point is at the Sloane Hotel close to the railway; the inn is actually built upon the old road. Beyond the railway the track is continued in the lane which leads on past the schoolhouse to the old ferry, where there was presumably in Roman times a ford. If we accept this track we can conjecture that the vicarage of Streatley, upon the Berks.h.i.+re bank, stands upon the continuation of the Way, and give the place where the pre-historic road crossed the river with tolerable cert.i.tude, though it is, I believe, impossible to recover the half-mile or so which lies between Streatley vicarage and the point where the Wantage Road and the Icknield Way separated upon the hillside above.

If the ford lay here the site was certainly well chosen, just below a group of islands which broadened the stream and made it at once shallower and less swift, acting somewhat as a natural weir above the crossing.

The third crossing place of a great pre-historic road, that of the Watling Street, is believed to correspond with the line of that very ugly suspension bridge which runs from Lambeth to the Horseferry Road in Westminster. This is, according to the most probable conjecture, the place at which the great road which ran from the Straits of Dover to the north-western ports of the island crossed the Thames.

Here, of course, there could be no question of a ford; there can only have been a ferry. Such a ferry existed throughout the Middle Ages and up to the building of Westminster Bridge, and produced a large revenue for the Archbishop of Canterbury. The memory of it is preserved in the name of the street upon the Middles.e.x sh.o.r.e. The Watling Street is fairly fixed in all its journey from the coast to the Archbishop's palace on the banks of the river. On the Middles.e.x sh.o.r.e it is lost, but it may be conjectured to have run in a curve somewhere in the neighbourhood of Buckingham Palace up on the higher ground west of the Tybourne, parallel with or perhaps identical with Park Lane until we find it certainly again at the Marble Arch, whence in the form of the Edgware Road it begins a clear track across North-Western England.

As for the Fosse Way, it only just touches the valley of the Thames.

It crosses the line of the river in a high embankment a mile or so below its traditional source at Thames head, but above the point where the first water is seen. A small culvert running under that embankment takes the flood water in winter down the hollow, but no longer covers a regular stream.

Besides these four crossings of the old British ways above London Bridge there is the crossing of the Roman Road at Staines, which may or may not represent a pa.s.sage older than the Roman occupation. We have no proof of its being older. The river is deep, and, unless the broken causeway on the Surrey sh.o.r.e is regarded as the remains of British work, there is no trace of a pre-Roman track in the neighbourhood.

The crossing at Staines was the main bridge over the middle river during the Roman occupation; no other spot on the banks (except London Bridge) is _certainly_ the site of a Roman bridge.

But apart from these there are two unsolved problems in connection with the roads across the Thames Valley in Roman times. The first concerns the pa.s.sage of the upper Thames south of Eynsham; the second concerns the road which runs south from Bicester and Alchester.

As to the first of these, we know that the plain lying to the north of the Thames between the Cotswolds and the Chilterns was thoroughly occupied. We have also in the Saxon Chronicle a legendary account of the occupation of four Roman towns in this plain by the Saxon invaders. By what avenue did this wealthy and civilised district communicate with the wealthy and civilised south?

It is a question which will probably never be answered. There is no trace remaining of Roman bridges; perhaps nothing was built save of wood.

The obvious short-cut from the Roman town of Eynsham across the Witham peninsula to Abingdon bears no signs of a ford approached by Roman work or of a bridge, nor any record of such things.