An Essay Upon Projects Part 3

Every one of these banks to have a cas.h.i.+er in London, unless they could all have a general correspondence and credit with the bank royal.

These banks in their respective counties should be a general staple and factory for the manufactures of the said county, where every man that had goods made, might have money at a small interest for advance, the goods in the meantime being sent forward to market, to a warehouse for that purpose erected in London, where they should be disposed of to all the advantages the owner could expect, paying only 1 per cent. commission. Or if the maker wanted credit in London either for Spanish wool, cotton, oil, or any goods, while his goods were in the warehouse of the said bank, his bill should be paid by the bank to the full value of his goods, or at least within a small matter. These banks, either by correspondence with each other, or an order to their cas.h.i.+er in London, might with ease so pa.s.s each other's bills that a man who has cash at Plymouth, and wants money at Berwick, may transfer his cash at Plymouth to Newcastle in half-an-hour's time, without either hazard, or charge, or time, allowing only 0.5 per cent. exchange; and so of all the most distant parts of the kingdom. Or if he wants money at Newcastle, and has goods at Worcester or at any other clothing town, sending his goods to be sold by the factory of the bank of Worcester, he may remit by the bank to Newcastle, or anywhere else, as readily as if his goods were sold and paid for and no exactions made upon him for the convenience he enjoys.

This discourse of banks, the reader is to understand, to have no relation to the present posture of affairs, with respect to the scarcity of current money, which seems to have put a stop to that part of a stock we call credit, which always is, and indeed must be, the most essential part of a bank, and without which no bank can pretend to subsist--at least, to advantage.

A bank is only a great stock of money put together, to be employed by some of the subscribers, in the name of the rest, for the benefit of the whole. This stock of money subsists not barely on the profits of its own stock (for that would be inconsiderable), but upon the contingencies and accidents which multiplicity of business occasions. As, for instance, a man that comes for money, and knows he may have it to-morrow; perhaps he is in haste, and won't take it to-day: only, that he may be sure of it to-morrow, he takes a memorandum under the hand of the officer, that he shall have it whenever he calls for it, and this memorandum we call a bill. To- morrow, when he intended to fetch his money, comes a man to him for money, and, to save himself the labour of telling, he gives him the memorandum or bill aforesaid for his money; this second man does as the first, and a third does as he did, and so the bill runs about a mouth, two or three. And this is that we call credit, for by the circulation of a quant.i.ty of these bills, the bank enjoys the full benefit of as much stock in real value as the suppositious value of the bills amounts to; and wherever this credit fails, this advantage fails; for immediately all men come for their money, and the bank must die of itself: for I am sure no bank, by the simple improvement of their single stock, can ever make any considerable advantage.

I confess, a bank who can lay a fund for the security of their bills, which shall produce first an annual profit to the owner, and yet make good the pa.s.sant bill, may stand, and be advantageous, too, because there is a real and a suppositious value both, and the real always ready to make good the suppositious: and this I know no way to bring to pa.s.s but by land, which, at the same time that it lies transferred to secure the value of every bill given out, brings in a separate profit to the owner; and this way no question but the whole kingdom might be a bank to itself, though no ready money were to be found in it.

I had gone on in some sheets with my notion of land being the best bottom for public banks, and the easiness of bringing it to answer all the ends of money deposited with double advantage, but I find myself happily prevented by a gentleman who has published the very same, though since this was wrote; and I was always master of so much wit as to hold my tongue while they spoke who understood the thing better than myself.

Mr. John Asgill, of Lincoln's Inn, in a small tract ent.i.tled, "Several a.s.sertions proved, in order to create another Species of Money than Gold and Silver," has so distinctly handled this very case, with such strength of argument, such clearness of reason, such a judgment, and such a style, as all the ingenious part of the world must acknowledge themselves extremely obliged to him for that piece.

At the sight of which book I laid by all that had been written by me on that subject, for I had much rather confess myself incapable of handling that point like him, than have convinced the world of it by my impertinence.

OF THE HIGHWAYS.

It is a prodigious charge the whole nation groans under for the repair of highways, which, after all, lie in a very ill posture too.

I make no question but if it was taken into consideration by those who have the power to direct it, the kingdom might be wholly eased of that burden, and the highways be kept in good condition, which now lie in a most shameful manner in most parts of the kingdom, and in many places wholly unpa.s.sable, from whence arise tolls and impositions upon pa.s.sengers and travellers, and, on the other hand, trespa.s.ses and encroachments upon lands adjacent, to the great damage of the owners.

The rate for the highways is the most arbitrary and unequal tax in the kingdom: in some places two or three rates of sixpence per pound in the year; in others the whole parish cannot raise wherewith to defray the charge, either by the very bad condition of the road or distance of materials; in others the surveyors raise what they never expend; and the abuses, exactions, connivances, frauds, and embezzlements are innumerable.

The Romans, while they governed this island, made it one of their princ.i.p.al cares to make and repair the highways of the kingdom, and the chief roads we now use are of their marking out; the consequence of maintaining them was such, or at least so esteemed, that they thought it not below them to employ their legionary troops in the work; and it was sometimes the business of whole armies, either when in winter quarters or in the intervals of truce or peace with the natives. Nor have the Romans left us any greater tokens of their grandeur and magnificence than the ruins of those causeways and street-ways which are at this day to be seen in many parts of the kingdom, some of which have by the visible remains been discovered to traverse the whole kingdom, and others for more than a hundred miles are to be traced from colony to colony, as they had particular occasion. The famous highway or street called Watling Street, which some will tell you began at London Stone, and pa.s.sing that very street in the City which we to this day call by that name, went on west to that spot where Tyburn now stands, and then turned north- west in so straight a line to St. Albans that it is now the exactest road (in one line for twenty miles) in the kingdom; and though disused now as the chief, yet is as good, and, I believe, the best road to St. Albans, and is still called the Streetway. From whence it is traced into Shrops.h.i.+re, above a hundred and sixty miles, with a mult.i.tude of visible antiquities upon it, discovered and described very accurately by Mr. Cambden. The Fosse, another Roman work, lies at this day as visible, and as plain a high causeway, of above thirty feet broad, ditched on either side, and coped and paved where need is--as exact and every jot as beautiful as the king's new road through Hyde Park, in which figure it now lies from near Marshfield to Cirencester, and again from Cirencester to the Hill, three miles on this side Gloucester, which is not less than twenty-six miles, and is made use of as the great road to those towns, and probably has been so for a thousand years with little repairs.

If we set aside the barbarity and customs of the Romans as heathens, and take them as a civil government, we must allow they were the pattern of the whole world for improvement and increase of arts and learning, civilising and methodising nations and countries conquered by their valour; and if this was one of their great cares, that consideration ought to move something. But to the great example of that generous people I will add three arguments:-

1. It is useful, and that as it is convenient for carriages, which in a trading country is a great help to negotiation, and promotes universal correspondence, without which our inland trade could not be managed. And under this head I could name a thousand conveniences of a safe, pleasant, well-repaired highway, both to the inhabitant and the traveller, but I think it is needless.

2. It is easy. I question not to make it appear it is easy to put all the highroads, especially in England, in a n.o.ble figure; large, dry, and clean; well drained, and free from floods, unpa.s.sable sloughs, deep cart-ruts, high ridges, and all the inconveniences they now are full of; and, when once done, much easier still to be maintained so.

3. It may be cheaper, and the whole a.s.sessment for the repairs of highways for ever be dropped or applied to other uses for the public benefit.

Here I beg the reader's favour for a small digression.

I am not proposing this as an undertaker, or setting a price to the public for which I will perform it, like one of the projectors I speak of, but laying open a project for the performance, which, whenever the public affairs will admit our governors to consider of, will be found so feasible that no question they may find undertakers enough for the performance; and in this undertaking age I do not doubt but it would be easy at any time to procure persons at their own charge to perform it for any single county, as a pattern and experiment for the whole kingdom.

The proposal is as follows:- First, that an Act of Parliament be made with liberty for the undertakers to dig and trench, to cut down hedges and trees, or whatever is needful for ditching, draining and carrying off water, cleaning, enlarging and levelling the roads, with power to lay open or enclose lands; to encroach into lands; dig, raise, and level fences; plant and pull up hedges or trees (for the enlarging, widening, and draining the highways), with power to turn either the roads or watercourses, rivers and brooks, as by the directors of the works shall be found needful, always allowing satisfaction to be first made to the owners of such lands (either by a.s.signing to them equivalent lands or payment in money, the value to be adjusted by two indifferent persons to be named by the Lord Chancellor or Lord Keeper for the time being), and no watercourse to be turned from any water-mill without satisfaction first made both to the landlord and tenant.

But before I proceed, I must say a word or two to this article.

The chief, and almost the only, cause of the deepness and foulness of the roads is occasioned by the standing water, which (for want of due care to draw it off by scouring and opening ditches and drains, and other watercourses, and clearing of pa.s.sages) soaks into the earth, and softens it to such a degree that it cannot bear the weight of horses and carriages; to prevent which, the power to dig, trench, and cut down, &c., mentioned above will be of absolute necessity. But because the liberty seems very large, and some may think it is too great a power to be granted to any body of men over their neighbours, it is answered:-

1. It is absolutely necessary, or the work cannot be done, and the doing of the work is of much greater benefit than the damage can amount to.

2. Satisfaction to be made to the owner (and that first, too, before the damage be done) is an unquestionable equivalent; and both together, I think, are a very full answer to any objection in that case.

Besides this Act of Parliament, a commission must be granted to fifteen at least, in the name of the undertakers, to whom every county shall have power to join ten, who are to sit with the said fifteen so often and so long as the said fifteen do sit for affairs relating to that county, which fifteen, or any seven of them, shall be directors of the works, to be advised by the said ten, or any five of them, in matters of right and claim, and the said ten to adjust differences in the countries, and to have right by process to appeal in the name either of lords of manors, or privileges of towns or corporations, who shall be either damaged or encroached upon by the said work. All appeals to be heard and determined immediately by the said Lord Chancellor, or commission from him, that the work may receive no interruption.

This commission shall give power to the said fifteen to press waggons, carts, and horses, oxen and men, and detain them to work a certain limited time, and within certain limited s.p.a.ce of miles from their own dwellings, and at a certain rate of payment. No men, horses, or carts to be pressed against their consent during the times of hay-time or harvest, or upon market-days, if the person aggrieved will make affidavit he is obliged to be with his horses or carts at the said markets.

It is well known to all who have any knowledge of the condition the highways in England now lie in that in most places there is a convenient distance land left open for travelling, either for driving of cattle, or marching of troops of horse, with perhaps as few lanes or defiles as in any countries. The cross-roads, which are generally narrow, are yet broad enough in most places for two carriages to pa.s.s; but, on the other hand, we have on most of the highroads a great deal, if waste land thrown in (as it were, for an overplus to the highway), which, though it be used of course by cattle and travellers on occasion, is indeed no benefit at all either to the traveller as a road or to the poor as a common, or to the lord of the manor as a waste; upon it grows neither timber nor gra.s.s, in any quant.i.ty answerable to the land, but, though to no purpose, is trodden down, poached, and overrun by drifts of cattle in the winter, or spoiled with the dust in the summer. And this I have observed in many parts of England to be as good land as any of the neighbouring enclosures, as capable of improvement, and to as good purpose.

These lands only being enclosed and manured, leaving the roads to dimensions without measure sufficient, are the fund upon which I build the prodigious stock of money that must do this work. These lands (which I shall afterwards make an essay to value), being enclosed, will be either saleable to raise money, or fit to exchange with those gentlemen who must part with some land where the ways are narrow, always reserving a quant.i.ty of these lands to be let out to tenants, the rent to be paid into the public stock or bank of the undertakers, and to be reserved for keeping the ways in the same repair, and the said bank to forfeit the lands if they are not so maintained.

Another branch of the stock must be hands (for a stock of men is a stock of money), to which purpose every county, city, town, and parish shall be rated at a set price, equivalent to eight years'

payment, for the repair of highways, which each county, &c., shall raise, not by a.s.sessment in money, but by pressing of men, horses, and carriages for the work (the men, horses, &,c., to be employed by the directors); in which case all corporal punishments--as of whippings, stocks, pillories, houses of correction, &c.--might be easily transmitted to a certain number of days' work on the highways, and in consideration of this provision of men the country should for ever after be acquitted of any contribution, either in money or work, for repair of the highways--building of bridges excepted.

There lie some popular objections against this undertaking; and the first is (the great controverted point of England) enclosure of the common, which tends to depopulation, and injures the poor.

2. Who shall be judges or surveyors of the work, to oblige the undertakers to perform to a certain limited degree?

For the first, "the enclosure of the common"--a clause that runs as far as to an encroachment upon Magna Charta, and a most considerable branch of the property of the poor--I answer it thus:-

1. The lands we enclose are not such as from which the poor do indeed reap any benefit--or, at least, any that is considerable.

2. The bank and public stock, who are to manage this great undertaking, will have so many little labours to perform and offices to bestow, that are fit only for labouring poor persons to do, as will put them in a condition to provide for the poor who are so injured, that can work; and to those who cannot, may allow pensions for overseeing, supervising, and the like, which will be more than equivalent.

3. For depopulations, the contrary should be secured, by obliging the undertakers, at such and such certain distances, to erect cottages, two at least in a place (which would be useful to the work and safety of the traveller), to which should be an allotment of land, always sufficient to invite the poor inhabitant, in which the poor should be tenant for life gratis, doing duty upon the highway as should be appointed, by which, and many other methods, the poor should be great gainers by the proposal, instead of being injured.

4. By this erecting of cottages at proper distances a man might travel over all England as through a street, where he could never want either rescue from thieves or directions for his way.

5. This very undertaking, once duly settled, might in a few years so order it that there should be no poor for the common; and, if so, what need of a common for the poor? Of which in its proper place.

As to the second objection, "Who should oblige the undertakers to the performance?" I answer -

1. Their Commission and charter should become void, and all their stock forfeit, and the lands enclosed and unsold remain as a pledge, which would be security sufficient.

2. The ten persons chosen out of every county should have power to inspect and complain, and the Lord Chancellor, upon such complaint, to make a survey, and to determine by a jury, in which case, on default, they shall be obliged to proceed.

3. The lands settled on the bank shall be liable to be extended for the uses mentioned, if the same at any time be not maintained in the condition at first provided, and the bank to be amerced upon complaint of the country.

These and other conditions, which on a legal settlement to be made by wiser heads than mine might be thought on, I do believe would form a const.i.tution so firm, so fair, and so equally advantageous to the country, to the poor, and to the public, as has not been put in practice in these later ages of the world. To discourse of this a little in general, and to instance in a place perhaps that has not its fellow in the kingdom--the parish of Islington, in Middles.e.x.

There lies through this large parish the greatest road in England, and the most frequented, especially by cattle for Smithfield market; this great road has so many branches, and lies for so long a way through the parish, and withal has the inconvenience of a clayey ground, and no gravel at hand, that, modestly speaking, the parish is not able to keep it in repair; by which means several cross-roads in the parish lie wholly unpa.s.sable, and carts and horses (and men too) have been almost buried in holes and sloughs; and the main road itself has for many years lain in a very ordinary condition, which occasioned several motions in Parliament to raise a toll at Highgate for the performance of what it was impossible the parish should do, and yet was of so absolute necessity to be done. And is it not very probable the parish of Islington would part with all the waste land upon their roads, to be eased of the intolerable a.s.sessment for repair of the highway, and answer the poor, who reap but a small benefit from it, some other way? And yet I am free to affirm that for a grant of waste and almost useless land, lying open to the highway (those lands to be improved, as they might easily be), together with the eight years' a.s.sessment to be provided in workmen, a n.o.ble, magnificent causeway might be erected, with ditches on either side, deep enough to receive the water, and drains sufficient to carry it off, which causeway should be four feet high at least, and from thirty to forty feet broad, to reach from London to Barnet, paved in the middle, to keep it coped, and so supplied with gravel and other proper materials as should secure it from decay with small repairing.

I hope no man would be so weak now as to imagine that by lands lying open to the road, to be a.s.signed to the undertakers, I should mean that all Finchley Common should be enclosed and sold for this work; but, lest somebody should start such a preposterous objection, I think it is not improper to mention, that wherever a highway is to be carried over a large common, forest, or waste, without a hedge on either hand for a certain distance, there the several parishes shall allot the directors a certain quant.i.ty of the common, to lie parallel with the road, at a proportioned number of feet to the length and breadth of the said road--consideration also to be had to the nature of the ground; or else, giving them only room for the road directly shall suffer them to inclose in any one spot so much of the said common as shall be equivalent to the like quant.i.ty of land lying by the road. Thus where the land is good and the materials for erecting a causeway near, the less land may serve; and on the contrary, the more; but in general allowing them the quant.i.ty of land proportioned to the length of the causeway, and forty rods in breadth: though where the land is poor, as on downs and plains, the proportion must be considered to be adjusted by the country.

Another point for the dimensions of roads should be adjusted; and the breadth of them, I think, cannot be less than thus:

From London every way ten miles the high post-road to be built full forty feet in breadth and four feet high, the ditches eight feet broad and six feet deep, and from thence onward thirty feet, and so in proportion.

Cross-roads to be twenty feet broad, and ditches proportioned; no lanes and pa.s.ses less than nine feet without ditches.

The middle of the high causeways to be paved with stone, chalk, or gravel, and kept always two feet higher than the sides, that the water might have a free course into the ditches; and persons kept in constant employ to fill up holes, let out water, open drains, and the like, as there should be occasion--a proper work for highwaymen and such malefactors, as might on those services be exempted from the gallows.

It may here be objected that eight years' a.s.sessment to be demanded down is too much in reason to expect any of the poorer sort can pay; as, for instance, if a farmer who keeps a team of horse be at the common a.s.sessment to work a week, it must not be put so hard upon any man as to work eight weeks together. It is easy to answer this objection.