shares besides.* The promoters of the measure proposed to designate the undertaking "The Canal from the Trent to the Mersey;" but Brindley, with sagacious foresight, urged that it should be called The Grand Trunk, because, in his judgment, numerous other canals would branch out from it at various points of its course, in like manner as the arteries of the human system branch out from the aorta; and before many years had passed, his anticipations in this respect were fully realized. The Staffordshire potters were greatly pleased with the decision of the meeting, and on the following evening they assembled round a large bonfire at Burslem, and drank the healths of Lord Gower, Mr. Gilbert, and the other promoters of the scheme, with fervent demonstrations of joy. The opponents of the measure also held meetings, at which they strongly declaimed against the Duke's proposed monopoly, and set forth the superior merits of their respective schemes. One of these was a canal from the river Weaver, by Nantwich, Eccleshall, and Stafford, to the Trent at Wilden Ferry, without touching the Potteries at all. Another was for a canal from the Weaver at Northwich, passing by Macclesfield and Stockport, round to Manchester, thus completely surrounding the Duke's navigation, and preventing its extension southward into Staffordshire or any other part of the Midland districts. But there was also a strong party opposed to all canals * Wedgwood even entered the lists as a pamphleteer in aid of the Grand Trunk project, and, in 1765, he and his partner, Mr. Bentley, formerly of Liverpool, drew up a very able statement, showing the advantages likely to be derived from the construction of the proposed canal, under the title of A View of the Advantages of Inland Navigation, with a plan of a Navigable Canal intended for a communication between the ports of Liverpool and Hull.' It pointed out in glowing language the advantages to be derived from opening up the internal communications of a country by means of roads, canals, &c.; and showed how the comfort and even the necessity of all classes must be so much better provided for by a reduction in the cost of carriage of useful and necessary commodities. whatever the party of croakers, who are always found in opposition to improved communications, whether in the shape of turnpike roads, canals, or railways. They prophecied that if the proposed canals were made, the country would be ruined, the breed of English horses. would be destroyed, the innkeepers would be made bankrupts, and the pack-horses and their drivers would be deprived of their subsistence. It was even said that the canals, by putting a stop to the coasting trade, would destroy the race of seamen. It is a fortunate thing for England that it has contrived to survive these repeated prophecies of ruin. But the manner in which our countrymen contrive to grumble their way along the high road of enterprise, thriving and grumbling, is one of the peculiar features in our character which perhaps only Englishmen can understand and appreciate. It is a curious illustration of the timidity with which the projectors of those days entered upon canal enterprise, that one of their most able advocates, in order to mitigate the opposition of the pack-horse and waggon interest, proposed that "no main trunk of a canal should be carried nearer than within four miles of any great manufacturing and trading town; which distance from the canal would be sufficient to maintain the same number of carriers and to employ almost the same number of horses as before." * But as none of the towns in the Potteries were as yet large manufacturing or trading places, this objection did not apply to them, nor prevent the canals from being carried quite through the centre of what has since become a continuous district of populous manufacturing towns and villages. The vested interests of some of the larger towns were, however, for this reason, preserved, greatly to their own ultimate injury; and when the canal, to conciliate the local opposition, was so laid out as to leave them at a distance, not many * 'The Advantages of Inland Navigation,' by R. Whitworth. 1766. years elapsed before they became clamorous for branches to join the main trunk - but not until the mischief had been done, and a blow dealt to their own trade, in consequence of their being left so far outside the main line of water communication, from which many of them never after recovered. It is not necessary to describe the Parliamentary contest upon the Grand Trunk Canal Bill. There was the usual muster of hostile interests, the river navigation companies uniting to oppose the new and rival companythe array of witnesses on both sides, Brindley, Wedgwood, Gilbert, and many more, giving their evidence in support of their own scheme, and a powerful array of the Cheshire gentry and Weaver Navigation Trustees appearing on behalf of the others, and the whipping-up of votes, in which the Duke of Bridgewater and Earl Gower worked their influence with the Whig party to good purpose. Brindley's plan was, on the whole, considered the best. It was the longest and the most circuitous, but it appeared calculated to afford the largest amount of accommodation to the public. It would pass through important districts, urgently in need of an improved communication with the port of Liverpool on the one hand, and with Hull on the other. But it was not so much the connection of those ports with each other that was needed, as a more convenient means of communication between them and the Staffordshire manufacturing districts; and the Grand Trunk system-somewhat in the form of a horse-shoe, with the Potteries lying along its extreme convex part — promised effectually to answer this purpose, and to open up a ready means of access to the coast on both sides of the island. A glance at the course of the proposed line will show its great importance. Starting from the Duke's canal at Preston-on-the-Hill, near Runcorn, it passed southwards by Northwich and Middlewich, through the great salt manufacturing districts of Cheshire, to the summit at Harecastle. It was alleged that the difficulties presented by the long tunnel at that point were so great that it could never be the intention of the projectors of the canal to carry their "chimerical idea," as it was called, into effect. Brindley however insisted, not only that the tunnel was practicable, but that, if the necessary powers were granted, he would certainly execute it.* Descending from the summit level into the valley of the Trent, the canal proceeded southwards through the Pottery districts, passing close to Burslem, Hanley, Stoke, and Lane End. It then passed onward, still south, by Trentham, Stone, and Shutborough, to Haywood, where it joined the canal projected to unite the Severn with the Mersey. Still following the valley of the Trent, the canal near Rugeley, turning sharp round, proceeded in a north-easterly direction, nearly parallel with the river, passing Burton and Ashton, to a junction with the main stream at Wilden Ferry, a little above where the Derwent falls into the Trent near Derby. From thence there was a clear line of navigation, by Nottingham, Newark, and Gainsborough, to the Humber. Provided this admirable project could be carried out, it appeared likely to meet all the necesAmple evidence was given in support of the allegations of its promoters; and the result was, that Parliament threw out the bills promoted by the sities of the case. * In one of the many angry pamphlets published at the time, theSupplement to a pamphlet entitled Seasonable Considerations on a Navigable Canal intended to be cut from the Trent to the Mersey,' &c., the following passage occurs: "When our all is at stake, these gentlemen [the promoters of the Grand Trunk Canal] must not be surprised at bold truths. We conceive more favourably of their understanding than of their motive; we cannot suspect them of enter taining the chimerical idea of cutting through Hare Castle! We rather believe that they are desirous of cutting their canal at both ends, and of leaving the middle for the project of a future day. Are these projectors jealous of their honour? Let them adopt a clause (which reason and justice strongly enforce) to restrain them from meddling with either end till they have finished the great trunk. This, and this alone, will shield them from suspicion." MIDDLEWICH DANE R. CONGLETON LAWTON HARECASTLE BARLASTON STONE • SANDON INGES TRE LEEK At the same time another important Act was passed, empowering the construction of the Wolverhampton Canal, from the river Severn, near Bewdley, to the river Trent, near Haywood Mill; thus uniting the navigation of the three rivers which had their termini at the ports, of Liverpool, Hull, and Bristol, on the opposite sides of the island. SOW R |