[ELIZABETHAN LONDON]
By T. Fairman Ordish, F.S.A.
The leading feature of Elizabethan London was that it was a great port. William Camden, writing in his Britannia, remarked that the Thames, by its safe and deep channel, was able to entertain the greatest ships in existence, daily bringing in so great riches from all parts "that it striveth at this day with the Mart-townes of Christendome for the second prise, and affoordeth a most sure and beautiful Roade for shipping" (Holland's translation). Below the great bridge, one of the wonders of Europe, we see this shipping crowding the river in the maps and views of London belonging to the reign of Queen Elizabeth. The Tower and the bridge were the city's defences against attack by water. Near the Tower was the Custom House, where peaceful commerce paid its dues; and between the Custom House and the bridge was the great wharf of Billingsgate, where goods were landed for distribution. Near the centre of the bridge was a drawbridge, which admitted vessels to another great wharf, Queenhithe, at a point midway between London Bridge and Blackfriars. Between the bridge and Queenhithe was the Steelyard, the domain of the merchants of the Hanseatic League. Along the river front were numerous other wharves, where barges and lighters unloaded goods which they brought from the ships in the road, or from the upper reaches of the Thames. For the river was the great highway of London. It answered the needs of commerce, and it furnished the chief means of transit. The passenger traffic of Elizabethan London was carried on principally by means of rowing-boats. A passenger landed at the point nearest to his destination, and then walked; or a servant waited for him with a saddle-horse. The streets were too narrow for coaches, except in two or three main arteries.
The characteristic of present-day London, at which all foreigners most marvel, is the amount of traffic in the streets. In Elizabethan London this characteristic existed in the chief highway—the Thames. The passenger-boats were generally described as "wherries," and they were likened by Elizabethan travellers to the gondolas of Venice; for instance, by Coryat, in his Crudities, who thought the playhouses of Venice very beggarly compared with those of London, but admired the gondoliers, because they were "altogether as swift as our rowers about London." The maps of the period reveal the extraordinary number of "stairs" for landing passengers along both banks of the river, besides the numerous wharves for goods. John Stow, the author of the Survey of London, published first in 1598, and again in a second edition in 1603, describes the traffic on the river. "By the Thames," he says, "all kinds of merchandise be easily conveyed to London, the principal storehouse and staple of all commodities within this realm. So that, omitting to speak of great ships and other vessels of burthen, there pertaineth to the cities of London, Westminster, and borough of Southwark, above the number, as is supposed, of 2,000 wherries and other small boats, whereby 3,000 poor men at the least be set on work and maintained." Many of these watermen were old sailors, who had sailed and fought under Drake. The Armada deliverance was recalled by Drake's ship, which lay in the river below the bridge. The voyage of the Earl of Essex to Spain, the expeditions to Ireland and to the Low Countries, formed the staple of the gossip of these old sailors who found employment in the chief means of locomotion in Elizabethan London.
There was only the single bridge, but there were several ferries. The principal ferry was from Blackfriars and the Fleet river to a point opposite on the Surrey side, called Paris Garden stairs—nearly in a line with the present Blackfriars Bridge. At Westminster was another, from the Horseferry Road to a point a little west of Lambeth Palace—almost in the line of the present Lambeth Bridge. The river was fordable at low tide at this point; horses crossed here—whence the name Horseferry—and possibly other cattle, when the tide was unusually low.
The sea is the home of piety. Coast towns, ports, and havens, reached after voyages of peril, are invariably notable for their places of worship, and for customs which speak touchingly—like the blessing of fishermen's nets, for instance—of lives spent in uncertainty and danger. Thus, the leading characteristic of Elizabethan London being its association with the sea and its dependence on the river, we find that its next most striking characteristic was the extraordinary number of churches it contained. The great cathedral predominated more pronouncedly than its modern successor. From the hill on which it was based it reared its vast bulk; its great spire ascended the heavens, and the multitude of church towers and spires and belfries throughout the city seemed to follow it. The houses were small, the streets were narrow; but to envisage the city from the river, or from the Surrey side, was to have the eye led upwards from point to point to the summit of St. Paul's. The dignity and piety of London were thus expressed, in contradiction to human foibles and failings so conspicuous in Elizabethan drama. The spire of St. Paul's was destroyed by lightning early in the reign of Elizabeth; and the historian may see much significance in the fact that it was not rebuilt, even in thanksgiving and praise for the deliverance from the Great Armada. The piety of London dwindled until it flamed forth anew in the time of the Puritan revolt.
The bridge was carried on nineteen arches. It had a defensive gate at the Southwark end, and another gateway at the northern end. In the centre was a beautiful chapel, dedicated to Thomas à Becket, and known as St. Thomas of the Bridge. Houses were built on the bridge, mostly shops with overhanging signs, as in the streets of the city. Booksellers and haberdashers predominated, but other trades were carried on also. After the chapel, the most conspicuous feature of the bridge was "Nonesuch House," so called to express the wonder that it was constructed in Holland entirely of wood, brought over the water piece by piece, and put together on the bridge by dovetailing and pegs, without the use of a single metal nail. Adjoining the northern gateway was an engine for raising water by means of a great wheel operated by the tide. Near the Southwark end were corn-mills, worked on the same principle, below the last two arches of the bridge. The gateway at the Southwark end, so well shown in Visscher's view of London, was finished in 1579, and the traitors' heads, which formerly surmounted a tower by the drawbridge, were transferred to it. Travellers from the south received this grim salutation as they approached the bridge, which led into the city; and when they glanced across the river, the Tower frowned upon them, and the Traitors' Gateway, like teeth in an open mouth, deepened the effect of warning and menace.
But these terrors loomed darkling in the background for the most part. They belonged rather to the time when the sovereign's palaces at Westminster and at the Tower seemed to hold London in a grip. The palace at Westminster now languished in desuetude; the Tower was a State prison, and—with some ironical intent, perhaps—also the abode of the royal beasts, lions, tigers, leopards, and other captives. The Queen passed in her royal barge down the river with ceremonious pageantry from her palace of Whitehall; the drawbridge raised, the floating court passed the Tower as with lofty indifference on its way to "Placentia," Her Majesty's palace at Greenwich. Out of the silence of history a record speaks like a voice, and tells us that here, in 1594, Shakespeare and his fellows performed at least two comedies or interludes before Her Majesty, and we know even the amounts that were paid them for their services.