The Site for information on the River Ouse Transport

Transport on the River Ouse

The rivers Swale and Ure of North Yorkshire runs south to Boroughbridge thence to Linton where it takes on the name Ouse. Still travelling southward to Nun Monkton the Ouse is joined by the rivers Nidd and then the Foss at York. Passing through the city it runs by Naburn and is joined by the river Wharfe and passes Cawood winding its way to Selby. Thence joined by the river Derwent at Barmby on the Marsh then to Airmyn and the river Aire and finally into the Humber passed Goole at Faxfleet.

Prior to the Romans and the coming of the railways in the 19th century the Ouse was the chief commercial highway of this region and towns like Boroughbridge (on the Ure), York, Cawood , Selby and later Goole functioned as inland ports. As to what extent is not recorded but was probable used mainly for fishing by the locals in the early years.

In Roman times large quantities of stone would be needed for both civil and military buildings, and the Ouse would be the most natural means to bring bulk items. Corn for the garrison would certainly come by water.

Next came the Anglo-Saxon and later the Danish peoples with their pillaging and eventually settling in the region. With the establishment of Danish Jorvik or York river trade of corn, fish and woollen goods continued to flourish.

As York expanded and churches like Selby Abbey, Drax Priory and Howden Minster were established then materials and food would have been conveyed by water. Apart from the movement of stone and wood for their construction and extension, the great monasteries made use of the Ouse for the carriage of essential supplies and where convenient, for the transport of surplus produce from their outlying manors. Selby Abbey had possessions at or near Goole, Adlingfleet, Ousefleet, Whitgift, Reedness and Swinefleet, all settlements on the lower Ouse. St. Mary's of York gave Whitgift the rights of a weekly market and an annual fair which probably accounts for the early establishment of a ferry.

From the late twelth century onwards the challenge of Hull was making severe inroads on York's river trade.

"Another circumstance which materially contributed to the prosperity of Selby, was the introduction of Steam Packets into the Humber, August, 1815. Thus Selby, became the route to Hull for the mighty population of the West Riding." - - wrote Edward Parsons in 1835 - "Prior to the introduction of steam-vessels, scarcely a stage-coach entered the town but at present there are daily coaches to York, Doncaster, &c. There are at Selby, besides the steam-packets, a number of regular trading vessels to and from Hull, and an establishment of fly-boats to Wakefield, Leeds, Huddersfield, Manchester &c. for the conveyance of goods brought by the steam-packets."

He also described the voyage by Packet-Boat to Hull as the following " The course of the Ouse from Selby bridge to its connection with the Humber, is very serpentine, and the traveller proceeding by the steam-packet, frequently finds himself, after traversing a considerable number of miles, in sight of the same landmark. The navigation, too, intricate on account of the numerous shifting banks or shoals, upon which the vessels frequently fasten, to the great annoyance of the passenger. The scenery on each side of the river is seldom picturesque, and never romantic; the country, except within the range of the distant wolds of Yorkshire and Lincolnshire, is a dead uninterrupted flat; and the view is frequently limited by the high mud banks which completely close the river. The most pleasing scene on the Ouse unquestionably is at Saltmarshe, where the beautiful seat and grounds, never fail to arrest the gratified attention of the passengers."

Another traveller in 1835 also wrote “The navigation of the Ouse and Humber, owing to shoals and shifting sands, is as bad as can well be, at all times. This morning the tide was fast ebbing, and thought to have started one minute sooner might possibly have operated in our favour, yet, in point of fact, the chances were, after all, about ten to one that we stuck in the mud. Notwithstanding such a state of things, and although it is impossible to make the voyage down unless with sufficient water, and at top of a tide, the proprietors of the packet-boat start every morning unflinchingly at eight o’clock, being the time of arrival of the railway train, - this in spite of wind and tide, and in defiance of all rational objections.

Punctually at eight o’clock the Leeds train arrived, with a numerous cargo; when all the passengers and luggage were put on board the steamer intended to carry us to Hull. Doubts were soon expressed by those partially acquainted with the river as to whether the ebb were not too far advanced; but before we had been a couple of hours on the way, indications appeared sufficient to set speculation at rest, for the water became as thick as a puddle, so that it actually retarded the rate of the steamer; and two men, one on each side, each with a chequered pole in his hands, continually announced the soundings. We were tantalized for some time by hearing ‘six foot, five foot, five and a half foot, five foot,’ and so on, till at last came ‘four and a half foot,’ and then she stuck. As it turned out in the sequel, this not happening to be the spot whereon the captain had made up his mind to repose, he was active and anxious to get the vessel afloat, and in this object received able support from all his passengers, who, about forty in number, condescendingly acted in concert under his directions, and shuffled across from one side to another so as to keep her going, and prevent her from lying quietly down on the mud. Whenever, in a coarse gruff voice, he gave the emphatic word of command ‘Rowl her’, the crowd, like sheep at the bark of a dog, trotted across the deck treading on each others heels, and suffering much personal inconvenience. At the same time they hauled upon a rope, previously sent on shore, and made fast to a purchase, till the vessel was disengaged from her soft bed, and again afloat in a channel nearer the shore. We proceeded now about two miles farther, when the men with the chequered sounding poles were at work again for a few minutes, and then came an end of all uncertainty, for we touched the ground again, and in a few seconds were laid up in right earnest.

The captain now was so well prepared for the catastrophe, that not an oar was plied, or the least exertion of any sort made; but here she remained for three hours, during which time an opportunity was afforded to those inclined to reflection to determine the cause why this packet-boat might not, by starting some time later, have allowed the people to pass their time at Selby instead of upon this mudbank. On asking eagerly for information on this point, it was hinted that the liquors on board were excellent; but this is mere hearsay. Some of the passengers, after remonstrance, were put on shore in a boat, and walked about three miles to the new town and port of Goole, where we re-embarked at two o’clock, arriving at Hull at six o’clock in the evening.

In 1829 a Sailing Packet travelled between Hull and Whitgift and Swinefleet once every fortnight. A Packet also sails to Howden fortnightly. A Steam Packet 'Calder', 'Caledonia', 'Wellington' or 'Eagle' sails to Goole from Hull once or twice daily.Hull to Selby the 'Leeds', 'Favourite' or the 'Ayr' Steam Packet leaves daily.

These can be anything from a simple rowing boat to a flat bottomed type of punt capable of transporting carriages or in more recent times cars.

Picture on right shows ferry crossing point at Whitgift

At Whitgift in late 1614 Sir John Sheffield, Sir Edmund Sheffield and Mr Philip Sheffield sons of Lord Sheffield whilst crossing the Ouse were drowned with all their servants and none of the bodies were ever found.

Swinefleet - In 1735 "The ferry boat at Swinefleet was overset with 15 persons on it, 14 of whom miserably perished in ye river."

For pictures click on the links below

Howden Dyke Ferry

Howden Dyke hamlet consisted of a good inn, a wharf, and some cottages. Here, as we have observed, is a ferry across the Ouse.

For further pictures click on the links below

Booth Ferry

Booth is a small hamlet which gives the name to the ferry across the Ouse. The ferry belongs to the Bishop of Ripon, but has long been leased to the Earl of Beverley, whose ancestor, a Duke of Northumberland, obtained a lease of it more than a century ago, when the large house, long called ‘Booth Ferry Inn’ and now ‘Booth Ferry House’, was built on the opposite side of the river. This well-known ‘hostel’ which was for many years conducted by the late Mr. William Wells, ceased to be an inn in 1848, and it is the residence of Mr. John Wells.

Saltmarsh village, which was much inproved by the late Mr. Saltmarshe, is very pleasantly situated, about 4 miles S.E. of Howden, and opposite Reedness on the other side of the Ouse, to which there is a ferry at this place.

The village is situated on the northern bank of the Ouse, near its confluence with the Trent, and 8 miles E.S.E. of Howden. The river is very broad in this part, and leaves at low water an expansive bed of sand. Here is a staith and ferry, and the steam packets from York, Selby and Hull, passed daily.

My Mother's family are the Spetch family of Long Drax. 60 years ago the Spetch family operated the ferry across the Ouse (but only at 'slack water'). So the ferry must have existed until around the 1950's. The 'landing' was near the 'Ship Inn' Long Drax. There was no lock on the Derwent, it was tidal, until Drax Power Station was built, and the confluence was moved closer to Barmby by roughly a quarter of a mile when the lock was put in. - J. Lovett

Five miles below Selby the River Derwent joins the Ouse. 'The Derwent rises in the eastern moorlands of the North Riding about four miles from the sea, and eight or nine miles from Scarborough. After passing by the exquisitely beautiful village of Hackness and the picturesque valley to Ayton, it runs in a line parallel to the coast until it comes to the foot of the Wolds. Its direction is then west and afterwards south-west. Having received the Rye from Hemsley, it passes by the town of Malton, where it becomes navigable for vessels of twenty-five tons burden. It then forms the boundary between the North and East Ridings from its junction with the river Hertford until it approaches Stamford-Bridge , where it runs until it falls into the Ouse near the village of Barmby, about four miles above Howden.

Barmby on the Marsh - Edward Baines 1823. Two Packets to Selby, every Mon at 7mg. for goods and passengers.

These can be anything from a simple rowing boat to a flat bottomed type of punt capable of transporting carriages or in more recent times cars.

Loftsome Bridge - A ferry was mentioned in 1339 and was used until replaced by a wooden bridge in 1804.

Bubwith - There has been a ferry across the Derwent at Bubwith since about 1200 when the records show William Constable gave Philip de la Hay his share of the ferry. A bridge to replace the ferry was fist built in 1798 thus retiring the ferryman Mr. Middleton.

West Cottingwith adjoins Thorganby on the north, and forms, with that place, a long straggling village on the banks of the Derwent. Here is a ferry across the river.

Further reading 'Navigation on the Yorkshire Derwent' by Pat Jones - Oakwood Press.

The River Don rises in the Pennines and flows for 70 miles eastwards, through the Don Valley, via Penistone, Sheffield, Rotherham, Mexborough, Conisbrough, Doncaster and Stainforth. Before Hatfield Chase was drained by Vermuyden in the 17th century the River Don had no direct connection to the River Ouse. One branch of the Don flowed to the River Aire and one to the River Trent which was removed causing all water from the Don to run into the River Aire. This caused serious flooding and the locals rioted and Vermuyden was forced to create the Dutch River which gave an outlet from the River Don to the River Ouse.

"The traveller, leaving Manchester, is conveyed in the regular stage-coach as far as Sheffield, from whence tide-coaches daily depart to Thorne, on the banks of the Don. Hither a steamer daily arrives and returns, tide permitting, to and from Hull; but as the navigation of the river Don is precarious, it frequently happens that, on slack tides, the Hull steamer can come no higher than Goole, which latter town is situated on the Ouse, immediately at the mouth of the Don, in which case the passengers are carried from Thorne to Goole in a vessel towed by horses, and of lighter draught than the steamer. Thus the communication, though slow, may be called sure."

In Thorne, Pigot's Directory of 1843 mentions passengers can travel by the Speedwell Packet leaving from the Canal Bridge to Keadby every morning except Sunday at half passed seven and to Hull a Steam Packet daily. Goods travel to London weekly and to Doncaster, Rotherham, Sheffield, Barnsley and Hull by Richard Pearson and Co's Boats daily.

Fishlake Ferry - In the Middle Ages Fishlake was a sizeable port with ship building as an industry lying adjacent to the River Don.

In 1835 a traveller journeyed from Goole to Knottingley and made the following observation.

“I made a trip from Goole to Knottingley – We started at ten o’clock in the morning, so soon as the steamers from Hull had arrived, which bring hither passengers every day for both lines, the one to Selby and the other to Knottingley. The vessel might almost have been mistaken in point of appearance for a triumphal barge, so grandily, or rather whimsically, was she decorated and painted, exhibiting, among other embellishments, a gigantic portrait of Queen of Adelaide on her quarter; it was, in fact, a floating house, with seven windows on each side; and affording to those passengers who preferred an airy seat, a flat roof for the purpose, as well as comfortable benches thereon, firmly screwed down, to sit upon; - those who occupied the cabin enjoyed the usual accommodation of a steam boat.

Though built purposely for speed and light draft, this vessel was firm, and steady in the water; she was indeed two boats linked together, with a double keel, and open channel between both; - a moveable cast-iron cutwater fixed a head, when lifted up was completely out of the way, but when down formed a very acute angle, and brought as it were the two boats into one; it prevented the stream from filling the hollow channel, and obstructing the progress.

This double boat very properly denominated ‘The Twin Boat’ was lashed to the side of the Quay, so that we had nothing to do but step aboard. The fare from Goole to Knottingley, within one mile of Ferrybridge, a distance of eighteen miles, - was two shillings.

Before the towing path commences, a space of a few hundred yards intervenes, through which the boat was worked through locks, and among numerous craft, by pushing and hawling, from one to the other, by boat-hooks. We were occasionally somewhat inconveniently jammed together, though it was amusing to observe how stead, yet how differently, every navigator made his way, according to the laws of the river etiquette and mutual accommodation. On one occasion, our steersman fixed his point on the plank at which three men were eating their breakfast, and though the pole was streaming with water, neither seemed surprised or offended. Again, we ran bump upon a lighter, where a steersman’s wife presided at the tiller. An altercation ensued, but the lady held on, in spite of remonstrance, though the priviledges of her sex were disregarded, in the midst of terms of art and nautical phrases.

Extraordinary preparations appeared in view the moment we were clear of the town, and had arrived at the towing-path. Four horses, each nearly thoroughbred, were standing ready, with traces to their collars; and immediately being hooked on, cantered away, without perceptible motion, or any noise to interrupt meditation; no sound, other than the soft liquid bubbling of the water underneath the boat. The four horses were driven by three postillions, each a small boy, under six stone, and dressed in a light blue jacket, with a red collar, and a white hat. The two foremost, and the hindmost horses were ridden; the other carried no rider. The draft of each horse was, by a separate rope, attached to the tow rope, by which one principal objection to the mode, namely that of drawing in an oblique line, was somewhat palliated; but nevertheless, as they drew by ordinary traces, their hind legs were continually dragged from the proper point of resistance, to their great discomfiture and increase of labour."