A History of Inland Transport and Communication in England. Edwin A. Pratt
to be disposed of in the immediate neighbourhood, so that "under these circumstances a quarter of a fat ox was commonly sold for about fifteen shillings, and the price of mutton throughout the year was only five farthings the pound."
In Devonshire the Rev. James Brome, who published in 1726 a narrative of "Three Years Travels in England, Scotland, and Wales," found the farmers carrying their corn on horseback, the roads being too narrow to allow of the use of waggons.
Altogether the need for improved facilities for inland communication in the interests alike of travellers and of traders was great beyond all question, and there was unlimited scope for the operation of such improvement as was represented by the turnpike system, now coming into vogue.
It was, however, not so much the general needs of the country as the rebellion in Scotland in 1745, accompanied by such disasters for the Royalist troops as their defeat at Preston Pans, which had led the Government to pay special attention to the subject of road-making and road-improvement. Between 1726 and 1737 General Wade, employing in summer about 500 soldiers on the work, had constructed in Scotland itself some 250 miles of what were, in point of fact, military roads, being designed as a means of reducing disorder in that country. The communications between Scotland and England still remained, however, very defective, and, though English cavalry and artillery had gone forward bravely enough when the rebellion broke out, they found roads that, apart altogether from any question of fighting on them, were not fit for them even to move upon; so that while the troops from the south were hampered and delayed by the narrow tracks, the ruts and the bogs which impeded their advance, the enemy, more at home in these conditions, had all the advantage.
No sooner, therefore, had the rebellion been overcome than the Government, recognising that, even if turnpikes were set up along the roads on the border between Scotland and England, the tolls likely to be raised there would be wholly inadequate for the purpose, themselves took in hand the work of road construction and improvement; and this action gave impetus to a movement for improving roads in England and Wales generally.
Down to this time the turnpike system had undergone very little development. For a quarter of a century after it had been applied, by the Act of 1663, to the Great North Road, no Turnpike Acts at all were sought. A few were then obtained, but until the middle of the eighteenth century, at least, even if not still later, travellers from Edinburgh to London met with no turnpikes until they came within about 110 miles of their destination. Newcastle and Carlisle were still connected by a bridle path only, while a writer in the "Gentleman's Magazine" for November, 1752, in alluding to the journey from London to Falmouth, says that "after the first 47 miles from London you never set eyes on a turnpike for 220 miles."
The policy adopted by the Government so far stimulated the action of private enterprise that between 1760 and 1774 no fewer than 453 Turnpike Acts were passed for the making and repairing of roads, and many more were to follow.
CHAPTER X
THE TURNPIKE SYSTEM
The fundamental principle of the turnpike system was that of transferring the cost of repairing main roads from the parish to the users.
The mediæval practice, under which the roads were maintained by religious houses, private benevolence and individual landowners, had, of course, still left the common law obligation that each and every parish should keep in repair the roads within its own particular limits, the Act of Philip and Mary, with its imposition of statute duty, being, in effect, only a means for the regulation and carrying out of such requirement. The parishioners were even indictable if they failed to keep the roads in repair.
But in proportion as trade and travel increased, the greater became alike the need for good roads and, also, the apparent injustice of requiring the residents in a particular parish to do statute labour on roads, or to pay for labour thereon, less in the interest of themselves and their neighbours than in that of strangers, or traffic, passing through on the main road from one town to another. In effect, also, whether such requirement were reasonable or not, the work itself was either not done at all or was done in a way that still left the roads in a condition commonly described as "execrable."
The principle that the users should pay for the main roads by means of tolls was thus definitely adopted; but the obligation in regard to other than main roads still rested in full with the parish. It was not, however, until the passing of 24 Geo. II., c. 43, that turnpike roads were mentioned as distinct from "highways," this being the accepted designation for roads for which the parish was responsible. When the adoption of the turnpike system became more general, that is to say, about the year 1767, the turnpike roads were maintained—or were supposed to be maintained—by tolls, and the statute labour and contributions in lieu thereof were mainly appropriated to the cross roads constituting the parish highways, on which no turnpikes were placed; though certain proportions of the statute labour or statute labour contributions also became available for turnpike roads which could not otherwise be properly maintained.
At first there was a pronounced disinclination on the part of the public in various parts of the country to tolerate toll-bars. It might be supposed that, the state of the roads having generally been so deplorable, everyone would have welcomed their amendment under almost any possible conditions. Defoe, at least, was enthusiastic over the prospect of better roads that turnpikes foreshadowed. Alluding to them in his "Tour," he says: "And 'tis well worth recording, for the Honour of the present Age, that this Work has been begun, and is in an extraordinary Manner carry'd on, and perhaps may, in a great Measure be compleat within our Memory, as to the worst and most dangerous Roads in the Kingdom. And this is a Work of so much general Good that certainly no publick Edifice, Alms-house, Hospital or Nobleman's Palace, can be of equal Value to the Country with this, nor at the same time more an Honour and Ornament to it."
But there was another point of view which is thus expressed by Whitaker in "Loidis and Elmete": "To intercept an ancient highway, to distrain upon a man for the purchase of a convenience which he does not desire, and to debar him from the use of his ancient accommodation, bad as it was, because he will not pay for a better, has certainly an arbitrary aspect, at which the rude and undisciplined rabble of the north would naturally revolt."
Objections to turnpikes had been further fomented by demagogues who went about the country proclaiming that the gates which were being put up were part of a design planned by the Government to enslave the people and deprive them of their liberty.
Not only did many individuals in various parts of the country refuse to use the turnpike roads, or to pay toll if they did use them, but in some instances the gates were destroyed, by way of making the protests more emphatic. In 1728 it was thought necessary to pass a general Act against "ill-designing and disorderly persons" who had "in various parts of this Kingdom associated themselves together, both by day and by night, and cut down, pulled down, burnt and otherwise destroyed several turnpike gates and houses which have been erected by authority of Parliament for repairing divers roads by tolls, thereby preventing such tolls from being taken, and lessening the security of divers of her Majesty's good subjects for considerable sums of money which they have advanced upon credit of the said Acts, and deterring others from making like advances." Persons convicted of such offences were—without any discretion being given to the justices—to be committed for three months' imprisonment, and were, also, to be whipped at the market cross. These penalties appear to have been unavailing, since we find that four years later the punishment, even for a first offence, was increased to seven years' transportation.
But the hostility increased rather than diminished. In the "Gentleman's Magazine" for 1749 there is an account of some turnpike riots in Somerset and Gloucestershire which began on the night of the 24th of July and were not suppressed until the 5th of the following month. A start was made with the destruction of the gates near Bedminster by "great numbers of people." On the following night a crowd bored holes in the gates at Don John's Cross, a mile from Bristol, blew up the gates with gunpowder, and destroyed the toll-house. Cross-bars and posts were erected next day, in place of the gates, and the turnpike commissioners took it in turns to enforce