Industrial Revolution in Britain During 1770

It was and remained for decades to come a world of wood, wind, and horse-flesh: sailing ships in coastal and overseas trade, and horse-drawn barges, show coaches, and wagons in inland enjoy; harkening back more to Elizabethan or even medieval times than forward to the transport of the industrial age.

Not until 1802 did the first practical steamboat enter British commerce, and steam did not oust sail, or even seriously challenge it in closely services, until a generation or more later. The first ocean steamship company, the P&O, was formal only in 1837. The Stockton & Darlington, conventionally and plausibly the first truthful railway, did not open until 1825, and railways only became widespread in the 1840s.

transportation system thus seems to be been a great laggard finished the first two generations of the Industrial Revolution. This is in striking rail line to later times, when developments in transportation--railway, motorcar, and aeroplane--have been nearly the symbol of industrial progress. It qualification seem fruitless, then, to look to transportation to understand when or wherefore the Industrial Revolution developed in Britain.

This essay, however, will suggest that what may be called a proto-industrial revolution overtook British transport, particularly inland transport, in the course of the 18th century. Horse-drawn canal boats and stage coaches may look archaic to our eyes, yet two prefigured the railway in crucial ways. Moreover, the social and economic

Such service cannot have accounted for a genuinely large fraction of travellers even in the 17th century, simply convenience and demand must have been ample for them to stepwise but proliferate. By 1783, 30 coaches a week ran surrounded by London and Manchester, and by 1829 there were 34 a day. A severe limitation to coach service, as to highway freightage haulage, was the wretched state of the roads. A statute of Mary I, modify by Elizabeth, and probably embodying long practice, made road sustainment a responsibility of parishes. It was performed by corvee labor, which naturally took a most indifferent attitude toward the work; an 18th century parish road surveyor observed that "they make a holiday of it, lounge about, and playact away their time."

Dyos, H.

J.; and Aldcroft, D.H. British Transport: An Economic Survey from the ordinal Century to the Twentieth. Leicester: Leicester University Press, 1969.

Smith, Adam. The Wealth of Nations. Chicago: University of Chicago, 1976. Original publication 1776.

However, the Exeter canal, though it did not lead to further canal development, was not an disjointed freak. It took place against the backdrop of a growing concern for improvements in river navigation from the 16th century and through the 17th century. Banks were straightened and support to provide towpaths, and shortstop canal-like segments were built to straighten bends in rivers. So far did these go that a correspondent to The Gentleman's powder magazine in 1821 mistook a segment of the Mersey and Irwell rivers for a canal.

Pratt, Edwin A. A accounting of Inland Transport and Communication. New York: Augustus M. Kelley, 1970. Original publication 1912.

The short answer as to why is that there was not sufficient inland shipping traffic demand in Elizabethan England to support investment in a canal system. The advantages of urine transport were well known. A boat could carry by chance ten times the load of a wagon that comprise a similar amount to b
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