A History of Lancashire

by Henry Fishwick

But along with the improvement of roads other schemes were being developed which ultimately led to the formation of the navigable canals which now intersect the county. The first of these is the one known as the Bridgewater Canal, which was commenced in 1758, when the Duke of Bridgewater obtained power to construct a water way from Worsley to Salford and to Hollinfare (or Hollin Ferry), on the river Irwell, and also to carry his canal across that river through Stretford into the town of Manchester. This work, which was then considered a masterpiece of engineering, was carried out under the direction of James Brindley. In addition to the aqueduct over the river, which is upwards of 200 yards long, there were other difficulties to be overcome, amongst them a tunnel of three–quarters of a mile in length. The bridge over the Irwell consists of three arches, the centre one 63 feet wide and 38 feet high, thus admitting barges to go through with masts standing, and, as Baines put it (writing in 1836), affording the spectator the “extraordinary sight, never before witnessed in this country, of one vessel sailing over the top of another.” In 1761 a much bolder scheme was commenced by the Duke, which, when completed, formed a canal nearly 30 miles long, from Stretford to Runcorn on the Mersey. This took five years to construct, and it had the effect of at once lessening the cost of carriage by water between Manchester and Liverpool by at least fifty per cent. But this first Lancashire canal was not used only for the conveyance of goods; boats on the model of the Dutch trekschuyt were used daily to take passengers from Manchester to the places on the line of route. A branch from Worsley to Leigh was cut in 1795. Before the establishment of canals powers had been obtained in 1720 to render navigable the Irwell and Mersey from Liverpool to Manchester, and in 1726 the river Douglas (alias Asland), from Wigan to the Mersey. These river improvements were made at great cost, and at the best were not found to work in a very satisfactory manner, and were soon superseded by the ordinary canals. One of the first Lancashire canals was the Leeds and Liverpool, which was begun in 1770, when it was considered one of the boldest schemes which had ever been undertaken in England. Its length from Leeds to Liverpool is 107 miles. Dr. Aiken, writing near the close of the century, says of this canal: “On a cursory survey, the tract of country through which it passes will probably appear not extremely inviting to such an undertaking. It is but lightly peopled, and though the great towns at the opposite extremities abound in objects of commercial importance, yet their connection with each other is not very intimate, nor does it seem likely to be much promoted by such a circuitous communication. Coal and limestone are the chief natural products of the intermediate country; and as the districts abounding in the one often want the other, a considerable transport of these articles on the canal may be expected, as well as other useful kinds of stone found in quarries near its course.”

After the American War, which ended in 1783, Manchester showed great activity in pushing forward various schemes for the extension of the water–communication with the surrounding districts. Amongst the canals made before the end of the century were those to Bolton and Bury, Ashton–under–Lyne and Oldham; Manchester to Rochdale and Yorkshire; Kendal to Lancaster, Garstang, Preston, and West Houghton. On the latter packet boats conveying passengers to Preston went daily for many years.

The only place in the county where the maritime trade was increasing was Liverpool, where in the last decade of the century some 4,500 vessels arrived annually, their tonnage being about one–fifth that of the ships which reached London each year. The chief trade was with Africa and the West Indies, at least one–fourth of the Liverpool vessels being employed in the slave trade. From Lancaster, before the stagnation of trade set in, about forty–seven vessels were trading with foreign ports, their chief cargoes being mahogany furniture and goods made in Manchester and Glasgow. The Ribble was not much used by boats of any considerable burden.

To the cotton trade and all its developments must we look for the vast increase in the commercial prosperity of Lancashire which so strongly marked the last fifty years of the eighteenth century. The first invention which led to the present mode of spinning wool was the patent taken out in 1738 by Lewis Paul,[228] of Birmingham, for spinning of wool or cotton by machinery. The preamble to this grant sets forth that the machine was “capable of being set so as instantaneously to spin wool, cotton waste and wick–yarn to any degree, size, or twist with the greatest exactness, and is to be worked without handling or fingering the matter to be wrought, after the same be once placed in the machine, and requires so little skill that anyone, after a few minutes’ teaching, will be capable of spinning therewith; and even children of five or six years of age may spin with the same, by which means the poorest of the clothiers will be enabled to supply their customers without suffering under the encumbrance of a dead stock of yarn, and the weavers may be supplied with such yarn as they shall want for their several occasions without that loss of time which often happens to them.”

The principle of this and a later patent taken out by Paul covered the invention of what is technically known as roller–spinning, but which required further improvement before it could be profitably used. John Kay, a native of Walmersly, near Bury, where he was born July 16, 1704, was the undoubted inventor of the fly–shuttle which was patented in 1733, and of several other important machines connected with the trade. His melancholy history cannot here be repeated, but his life was one long struggle against ignorance and ingratitude. The people who were most to be benefited by his invention broke up his machines and drove him homeless to France. His appeal to Government was in vain, and even those who adopted the fly–shuttle refused to pay for its use. He died an exile from his country in obscurity and poverty.

Let us take a glance at the daily work carried on by the cottagers and small farmers in Lancashire at the time when Kay made known his great invention. Samuel Bamford, of Middleton, who was well able to give testimony on this subject, writes: “The farming was generally of that kind which was soonest and most easily performed, and it was done by the husband and other males of the family, whilst the wife and daughters and maid–servants, if there were any of the latter, attended to the churning, cheese–making, and household work; and when that was finished, they busied themselves in carding, slubbing and spinning wool or cotton, as well as forming it into warps for the looms. The husband and sons would next, at times when farm labour did not call them abroad, size the warp, dry it, and beam it in the loom, and either they or the females, whichever happened to be least employed, would weave the warp down. A farmer would generally have three or four looms in his house, and then—what with the farming, easily and leisurely though it was performed, what with the house–work, and what with the carding, spinning and weaving—there was ample employment for the family. If the rent was raised from the farm, so much the better; if not, the deficiency was made up from the manufacturing profits.” William Radcliffe, himself an improver of the power loom, gives another account of the life of the hand loom weaver. In 1770, he says, “the land [in Mellor, near Manchester] was occupied by between fifty and sixty farmers … and out of these there were only six or seven who raised their rents directly from the produce of the farms; all the rest got their rents partly in some branch of trade, such as spinning and weaving woollen, linen or cotton. The cottagers were employed entirely in this manner, except for a few weeks in harvest. Being one of those cottagers, and intimately acquainted with all the rest, as well as every farmer, I am better able to relate particularly how the change from the old system of hand labour to the new one of machinery operated in raising the price of land. Cottage rents at that time, with convenient loom–shop and a small garden attached, were from one and a half to two guineas per annum. The father would earn from 8s. to half a guinea, and his sons, if he had one, two, or three alongside of him, 6s. or 8s. a week; but the great sheet–anchor of all cottagers and small farms was the labour attached to the hand–wheel; and when it is considered that it required six or eight hands to prepare and spin yarn, of any of the three materials I have mentioned, sufficient for the consumption of one weaver, this shows clearly the inexhaustible source there was for labour for every person, from the age of seven to eighty years (who retained their sight and could move their hands), to earn their bread, say from 1s. to 3s. per week, without going to the parish.”

A weaver at this date had frequently to walk many miles to collect from various spinners the quantity of weft required to keep his hand–loom going, but the invention of the fly–shuttle made matters no better for him, as, although he could now turn out with the same labour as heretofore double the amount of pieces, he found no material increase in the product of the spinning–wheel. Here, then, was a block, to get over which there was only one way, and that was a corresponding increase in the production of the weft.

Many attempts were made to bring the old spinning–wheel up to the requirements of the day, but not one of them proved efficacious.

It may be noted here en passant that, whilst most of the patents taken out at this period were intended to improve the processes in cotton manufacture, Kay’s fly–shuttle was first applied in the weaving of woollen, but was afterwards made adaptable for cotton. Another great improvement was what was known as the “drop box,” which was invented by Robert Kay (a son of John Kay) in 1769.