About this time a very important movement took place in the city, with the view to make “Norwich a port,” and many meetings were held to promote that object. Here, therefore, will be a proper place to review the proceedings in reference to our navigation to Yarmouth and Lowestoft. The history will show the grasping selfishness of the old corporation at Yarmouth, which always tried to tax the trade of the city, and opposed every improvement, even when it was for the benefit of both towns.
Norwich, no doubt, derived its mercantile and carrying trade from its original situation as a sea-port. In ancient times the Gariensis Ostium, or mouth of the Yare, extended in breadth from Burgh Castle to Caister, the two Roman camps being opposite each other. The spot on which Yarmouth now stands was then covered by water, and a broad arm of the sea extended all over the present marshes to the city, which was then a sea-port, before Yarmouth had any existence. This appears from the legal contests that took place in later times between the burgesses of Yarmouth and the citizens of Norwich.
Norwich had long been a mercantile and trading town, and one of the royal cities of England, and ships came up by an arm of the sea to an open market, which was held every day in the week. Public marts or fairs were held twice a year, with all manner of merchandise for sale to citizens, strangers, or foreigners. The traders for centuries used this right of buying and selling, loading and unloading all their goods and merchandise, free of all tolls and dues. Foreign merchants paid at Norwich 4d. on every ship of bulk, 2d. for every boat, and all other customs for their merchandise.
At the commencement of the 14th century Yarmouth began to be a rival port to Norwich, and some legal contests took place between the two towns respecting their rights and privileges. In 1327, a suit was commenced, and in 1331 it was renewed, between the citizens of Norwich and the burgesses of Yarmouth, relating to certain tolls which the latter imposed on goods, claiming the right to do so under the charter of Edward I., which made Yarmouth a port. Indeed, they appear to have been so incensed at the city becoming a staple that they proceeded so far as to stop all vessels coming through from their port to Norwich. A very remarkable contest consequently arose, and terminated in favour of the city. The result of the suit was, that the bailiffs of Yarmouth were commanded to make proclamation in their town, “That if any hindered or in any way molested the merchant vessels of what kind soever from passing and re-passing through the port of Yarmouth, to and from the city of Norwich, they should forfeit all their goods and chattels, forfeitable, for so doing.” Yarmouth was, therefore, prevented for a time from levying duties, but subsequently regained the power of doing so to a great extent.
If Norwich in former ages was an important seaport, the question naturally arises how it ceased to be so. There is sufficient evidence that after the year 500, the arm of the sea became narrower, though at that period the water came up close to the Castle Hill. After 1050, the river was much reduced in breadth, and a new town arose round the fortress. Centuries elapsed and the river became still narrower, and streets were extended on each side. At length the stream became so shallow that it was no longer navigable for sea-borne vessels, and the ancient trade of the city began to decline. The citizens, occupied by political contests, did not keep up the navigation for sea-borne vessels, as they might easily have done. Attempts were made in this (19th) century to retrieve the long neglect of former ages by some schemes of improvement, but these attempts almost entirely failed. Still the city owed many trading advantages to its river, which is navigable for wherries and packets to the sea.
The navigation between Norwich and Yarmouth has not been, for centuries, suited for sea-borne vessels, owing, chiefly, to the shallowness of the channel over Breydon. The embouchure of the river into the sea has been frequently blocked up by shifting sands, and vessels have been detained fourteen days before they could get into the river. Indeed, at the present time there is great danger of the mouth of the harbour being blocked up at Yarmouth altogether.
Prior to the year 1762, the quantity of coals brought from Yarmouth to Norwich, annually, was 26,000 chaldrons. Of these, nearly 5000 chaldrons were carried out of Norwich into the surrounding district, so that 21,000 chaldrons were consumed in the city. At that time, the king’s dues and the Yarmouth dues amounted to 8s. 1d. per chaldron, which was felt by the consumers to be a grievous tax. A cheap and plentiful supply of coal has always been of the utmost importance to the citizens, not only for domestic purposes, but also as fuel for manufacturers, dyers, hot pressers, lime burners, brewers, and maltsters. Yet, at the period referred to, this necessary commodity was heavily taxed, to the extent of £1200 yearly, more than was paid on an equal consumption in London. This tax was rendered more grievous by the illegal measurement at Yarmouth. The legal chaldron consisted of thirty-six bushels; but, at Yarmouth the chaldron was estimated not by bushels, but by a measure called a mett, sixteen of which were computed to contain a chaldron, but did not. As may be supposed, the injustice naturally caused considerable dissatisfaction among the Norwich coal merchants and other citizens, and frequent complaints were made of the grievance which was ultimately abolished. This was important, for formerly, from the north of England, immense quantities of coal and heavy goods were brought by sea, viâ Yarmouth to Norwich, for distribution over the eastern side of Norfolk and Suffolk. The importation of coal, by this route, has, however, been greatly diminished; not only by the opening of railways in every direction, but also by the working of the central coal fields of England.
By the act of the 12th George I., c. 15, commonly called the Tonnage Act, the corporation obtained the power to levy tolls on all goods brought into the city by any boat, keel wherry, lighter, buoy, or other vessel as follows:—4d. for every chaldron of coals, for every last of wheat, rye, barley, malt, or other grain, for every weight of salt, for every hogshead of sugar, tobacco, molasses, or hogshead packed with other goods, for every three puncheons of liquor, for every two pipes of wine, spirits, &c., for every eight barrels of soap, raisins, oil, pitch, tar, &c. For five years prior to May, 1836, the average amount of revenue derived from the tonnage dues was £970, showing that a very large quantity of goods was brought by river to the city. After June 24th, 1836, the tolls were let by auction for £1375; in 1838, for £1210; in 1840, for £1220; in 1847, for £1000; in 1850, for £1050 yearly. This shows that after the opening of railways the dues were reduced, but not so much as might have been expected; the wherries continued to bring in a large proportion of the heavy goods.
The project of opening a communication between Norwich and the sea, for sea-borne vessels, originated with Alderman Crisp Brown, who in 1814, submitted to the corporation a plan for making Norwich a port by way of Yarmouth. After this, surveys were made, and a report was published in 1818, by Mr. Cubitt, who recommended avoiding Breydon by a new cut on the south side. In the same year he made another survey, to ascertain the practicability of opening a communication with the sea at Lowestoft, and in 1821 this report was laid before the public. As the Yarmouth corporation had signified their determination to oppose either of these plans, it was at length determined to carry out the communication to Lowestoft, although the expense was double that of the Yarmouth plan. This turned out to be a very unfortunate undertaking. Subscriptions were raised and fresh surveys were made; and in 1826, a company having been formed, an application was made to Parliament for an Act; but being opposed by the Yarmouth corporation and timid owners of the marsh lands, who were fearful of an inundation, it was lost by a majority of five. This act, however, was finally passed in 1827, after £8000 had been spent by the corporation of Yarmouth in opposing it. Of course, the object of that body was to retain the monopoly of the Norwich trade, which was then very great.
On May 23rd, 1827, the bill for making Norwich a port having been passed through both houses of Parliament, the navigation committee, with the mayor (their chairman), were met at Hartford Hill, on their return from London, by thousands of their fellow-citizens who were assembled to welcome them; and a grand procession having been formed, they marched through the city, while guns were fired in all directions. The celebration concluded with a bonfire at night.