In 1753 all the roads in the county were infested with highway robbers, and to guard against them travellers went in groups. Thus, every Tuesday a gang of horsemen set off from London, and arrived at Liverpool on the Monday following. Goods were carried on stage–waggons, and were usually from ten days to a fortnight in coming to Lancashire from the Metropolis.
As late as 1770 Arthur Young passed along the road for Preston and Wigan, and thus refers to it: “I know not in the whole range of language terms sufficiently expressive to describe the infernal highway. Let me most seriously caution all travellers who may accidentally propose to travel this terrible country to avoid it as they would the devil, for a thousand to one but they break their necks or their limbs by overthrows or breakings down. They will here meet with ruts which I actually measured four feet deep and floating with mud only from a wet summer! What must it, therefore, be in winter!”
The earliest Turnpike Act was passed in 1663, and referred to the great north road through the counties of Hertford, Cambridge, and Huntingdon, and near the end of the century similar Acts were adopted for other districts, but none of them applied to Lancashire. Of the main roads through Lancashire at this period we have little information, but there was one from Chester which passed through Warrington, Manchester, Rochdale, and over Blackstone Edge to York; another from Manchester to Buxton and on to London; and a third from Lancaster to Skipton in Yorkshire. There was also one from Warrington, through Wigan, Preston, and Lancaster, to Kendal. Of course there were several other cross–roads, but these were the main trunks. The great Northern centre of these roads was Chester; between there and Liverpool was all but impassable at this time with anything like a waggon.
The first Turnpike Act for Lancashire was passed in 1724, and applied to the road from Buxton to Manchester, which is described as the nearest road from London to Manchester. Other districts soon followed this example, and Acts were obtained for turnpiking the road from Liverpool to Prescot in 1725; Wigan to Warrington and Preston in 1726; Rochdale to Elland (over Blackstone Edge) in 1734;[226] Preston to Lancaster, 1750; Salford to Warrington and Bolton, 1752; Rochdale to Burnley, 1754; Manchester to Rochdale, 1754; Liverpool to Preston, 1771; Clitheroe to Blackburn, 1776; Bury, and Haslingden to Blackburn, 1789; Rochdale to Edenfield, 1794; Rochdale to Bury, 1797; and other lines of route. So that before the century closed the county was intersected[227] in all directions by turnpike roads, which were maintained and formed under the regulations of their several Acts, and no longer dependent upon the uncertain measure of repair formerly reluctantly furnished by the local rates, which had often to be paid by those who used the road the least. Some of the preambles to these local Turnpike Acts furnish curious particulars as to the then state of the roads. For example, in 1750 the road from Crosford Bridge (near Sale), which passed through Stretford and Hulme to Manchester, is described as being “a common High road and part of the Post road from London to Manchester; and by reason of the nature of the soil and the many and heavy carriages passing the same, the said road is become so exceedingly deep and ruinous that in the winter season and frequently in summer it is very difficult and dangerous to pass through the greatest part thereof with waggons, carts, and other wheel carriages; and travellers cannot pass without danger and loss of time. And whereas some part of the said road lying next to Crosford Bridge is many times overflowed with water and impassable; whereby the Post is delayed, and severall persons in attempting to pass through the same have lost their lives.”
Towards the end of the century many parts of the old roads were abandoned, and shorter routes adopted, thus materially contributing to that ready access between town and town and the county with the Metropolis which was now becoming an absolute necessity. In places where the Turnpike Act had not been adopted it was now often found necessary to enforce the law as to repairs by indicting the parish at quarter sessions, where the justices ordered a fixed sum to be paid, which had to be levied by rates. The vast improvements made in the highways led to a very rapid development of the stage–coaches and stage–waggons.
An adventurous Manchester man advertised in 1754 that his flying coach, “however incredible it may appear, will actually (barring accidents) arrive in London in four days and a half after leaving Manchester.”
In 1756 the “Flying Stage” coach left Warrington on Mondays, and got to London on Wednesdays, the inside fare being two guineas, with an allowance of fourteen pounds of luggage.
It was not until 1760 that a stage–coach began to run between Liverpool and London direct.
Between Manchester and Liverpool a stage–coach was established in 1770, which ran twice a week.