These developments had, consequently, a further influence on the growth of the once backward port of Liverpool, and such growth was to be stimulated by the Leeds and Liverpool Canal.
Sanctioned by Parliament in 1769, six years before the Grand Trunk Canal was opened, the Leeds and Liverpool Canal was mainly designed to overcome the natural barrier, in the form of a chain of lofty hills, which separated Lancashire from Yorkshire, serving to isolate Liverpool and to keep back from her the flow of trade and commerce from industrial centres on the other side of the hills which should otherwise have regarded Liverpool as their natural port. The canal was further intended to open up more fully than had been done before the great coal-fields of Lancashire, ensuring a better distribution of their mineral wealth both to Liverpool and to the manufacturing towns of Lancashire; while, by connecting with the Aire at Leeds, the capital of the Yorkshire woollen industry, the canal was to provide another cross-country connection, by inland navigation, between Liverpool and Hull.
The work of constructing the Leeds and Liverpool Canal included (1) the piercing of the Foulridge Hills by a tunnel, 1640 yards long, which alone took five years of constant labour; (2) an aqueduct bridge of seven arches over the Aire; and (3) an aqueduct carrying the canal over the Shipley valley. The total length of navigation was 127 miles, with a fall from the central level of 525 ft. on the Lancashire side, and of 446 ft. on the Yorkshire side. The entire work of construction extended over 41 years, and the total cost was £1,200,000.
The effect of the Leeds and Liverpool Canal on the industrial districts of Lancashire and Yorkshire was no less remarkable than the effect of the Grand Trunk Canal on the industries west or south of the Trent. When the Leeds and Liverpool Canal was formed there was, as Baines observes in his "Lancashire and Cheshire," not one town containing 10,000 inhabitants along the whole of its course from Liverpool to Leeds. With the improved facilities afforded for the conveyance of raw materials and manufactured goods from or to the port of Liverpool came a new era for the textile trades all along the route of the canal—and the now busy and well-populated towns of Wigan, Blackburn, Nelson, Keighley, Bradford and Leeds are indebted in no small degree for their industrial expansion to the better means of communication which the Leeds and Liverpool Canal, in the days when railways were still far off, opened up to them.
Still another canal that was made in order to establish a line of communication west and east, and to serve important intermediate districts, was the Rochdale Canal, which starts from Manchester, rises by a succession of locks to a height 438 ft. above the Manchester level, and, fed on the hill summit by some great reservoirs, descends to the river Calder at Sowerby Bridge, the point from which that river is navigable to the Humber.
Connection with the Calder, and thus with the cross-country navigation of which it formed a part, was also obtained by means of the Huddersfield Canal, a waterway twenty miles in length which, starting from Ashton, rises 334 ft., to the Saddleworth manufacturing district (situate in the wildest part of the Yorkshire hills), passes through a tunnel three miles long, and descends 436 ft. on the Huddersfield side in reaching the level of the Calder.
The reader will have concluded from these references to other canals that, although the Duke of Bridgewater had found a difficulty in raising the means with which to complete his canal to Runcorn, public confidence in canals must have been reassured, and ample money must have been forthcoming, to allow of these further costly and important schemes being undertaken. This conclusion is abundantly warranted. The position following the construction of the Bridgewater canals was thus described, in 1796, in "A Treatise on the Improvement of Canal Navigation," by R. Fulton:—
"So unacquainted were the people with the use of canals, and so prejudiced in favour of the old custom of river navigations, that the undertaking was deemed chimerical, and ruin was predicted as the inevitable result of his Grace's labour.... Yet it was not long finished when the eyes of the people began to open; the Duke could work on his canal when floods, or dry seasons, interrupted the navigation of the Mersey; this gave a certainty and punctuality, in the carriage of merchandize, and ensured a preference to the canal; the emoluments arising to the Duke were too evident to be mistaken; and perseverance having vanquished prejudice, the fire of speculation was lighted, and canals became the subject of general conversation."
The farming community, more especially, had looked with suspicion upon this new-fangled idea of sending boats across fields and up and down the hill-sides. The author of "A Cursory View of the Advantages of an Intended Canal from Chesterfield to Gainsborough" (1769) finds, however, a sufficient excuse for them in the conditions of locomotion and transport with which alone they had hitherto been familiar. He says:—
"Though this useful set of Men, the Farmers, will undoubtedly reap a Proportion of Advantages from the Execution of this beneficial Scheme, they are far from being satisfied, and seem to reflect upon it with many Doubts and Fears. Custom, indeed, and Occupation in Life, cast a wonderful Influence on the Opinions of all Mankind; it is therefore by no means surprizing that men, whose Forefathers, for Ages, have been inured to rugged and deep Roads, to wade after their Beasts of Burden up to the Knees in Mire, to see their loaded Waggons stick fast in Dirt; Men, who from their interior, inland Situation, are almost totally unacquainted with all Objects of Navigation; it is by no means strange, that People, so unaccustomed, should consider an Attempt, to introduce a navigable Canal up to the Town of Chesterfield, and within the Air of the Peak-Mountains, with alarming Ideas, with Suspicion and Amazement."