(O. J. R. H.)
Religion.—In attempting to give a concise account of the religious conditions of England we are confronted from the outset with the absence of any trustworthy statistics. A religious census, such as is customary in other countries, has not been taken since 1851; nor is it probable that such a census would be any true indication of the actual religious beliefs of the population. Still less satisfactory, from this standpoint, is the attempt to compile statistics of religious belief from the registrar-general’s report on the number of marriages celebrated in the places of worship of the various denominations; for among those who are practically attached to no religious body, and even some Nonconformists, a prejudice survives in favour of having their marriages celebrated and their funerals conducted by the clergy of the Established Church. Nor is the test of “sittings” provided by the various denominations, nor even the number of their communicants, a trustworthy test of the relative number of their adherents. In Wales, for instance, the rivalry of the sects has multiplied chapel accommodation out of all proportion to the population; while everywhere it happens that churches, at one time crowded every Sunday, have been emptied by the shifting of population or other causes. As for the test of communicancy, it is untrustworthy because the insistence on communion as the pledge of membership varies with the different denominations and even with different sections of opinion within those denominations. Any statistics of this nature, then, however useful they may be as a general indication, must not be treated as conclusive.
Whatever disputes there may be as to the relative strength of the various churches and sects, there can be no questioning the fact that the dominant religion in England is Protestant Christianity. Protestantism, indeed, since the Act of Settlement in 1689, has been of the essence of the Constitution, the sovereign forfeiting his or her crownipso factoby acknowledging the authority of the pope, by accepting “the Romish religion,” or by marrying a Roman Catholic; and though of late years efforts have been made to modify or to abrogate this provision, the fact that such efforts have met with widespread opposition shows that it still represents the general attitude of the British nation. Protestantism, however, is a generic term which in England covers a great variety of opinions, and a large number of rival religious organizations. The state church, the Church of England as by law established, represents the tradition of aThe Church of England.time when church and state were regarded as two aspects of one divinely ordered organism. In law every subject of the state is also a member of the Established Church, and can lay claim to its ministrations so long as he or she obeys the ecclesiastical law, which is also the law of the state. No Englishman, whatever his opinions, can be excommunicated without due process of law. The Church of England is thus theoretically coextensive with the English nation, each unit of which is legally assumed to belong to it unless proof be brought to the contrary. To state the theory is, however, to risk giving an entirely false impression of the facts. In practice the Church of England is no longer regarded as coextensive with the state; nor is nonconformity any longer, as it once was, an offence against the law. Since the abolition of the Test Acts and the emancipation of the Catholics no Englishman has suffered any civil disability owing to his religion14; and the progress of democracy has given to the great so-called “Free Churches” a political power that rivals that of the Established Church. In the matter of the estimation of their relative strength the main grievance of the Nonconformists is that the law classes as members of the Church of England that enormous floating population which is really conscious of no ecclesiastical allegiance at all.
The Church of England, both in constitution and doctrine, represents in general the mean between Roman Catholicism on the one hand and the more advanced forms of Protestantism on the other (seeEpiscopacy). Though its doctrine was reformed in the 16th century and the spiritual supremacy of the pope was repudiated, the continuity of its organic life was not interrupted, and historically as well as legally it is the same church as that established before the Reformation. The ecclesiastical system is episcopal, the whole of England (including for this purpose Wales) being divided into two provinces, Canterbury and York, and 37 bishoprics (including the primatial sees of Canterbury and York). These again are subdivided into 14,080 parishes (1901), the smallest ecclesiastical units, which are grouped for certain administrative purposes into 810 rural deaneries. The sovereign is by law the supreme governor of the church, both in things spiritual and temporal, and he has the right to nominate to vacant sees. In the case of sees of old foundation this is done by means of the congé d’élire (q.v.), in that of others by letters patent.15The bishops hold their temporalities as baronies, for which they do homage in the ancient form, and are spiritual peers of parliament. Only 26, however, have the right to seats in the House of Lords, of whom five—viz. the two archbishops and the bishops of London, Durham and Winchester—always sit, the others taking their seats in order of seniority of consecration. Under the bishops the affairs of the dioceses are managed by archdeacons (q.v.) and rural deans (seeArchpriestandDean). The cathedral churches are governed by chapters consisting of a dean, canons and prebendaries (seeCathedral). The deaneries are in the gift of the crown, canonries and prebends sometimes in that of the crown, sometimes in that of the bishops. The parish clergy, with a few rare exceptions (when they are elected by the ratepayers), are appointed by patronage. The right of presentation to some 8500 benefices or “livings” is in the hands of private persons; the right is regarded in law as property and is, under certain restrictions for the avoidance of gross simony, saleable (seeAdvowson). The patronage of the remaining benefices belongs in the main to the crown, the bishops and cathedral chapters, the lord chancellor, and the universities of Oxford and Cambridge.
In spite of the fact that the Church of England is collectively one of the wealthiest in Christendom, a large proportion of the “livings” are extremely poor. To understand this and other anomalies it is necessary to bear in mind that the church is not, like the established Protestant churches of Germany, an elaborately organized state department, nor is it a single corporation with power to regulate its internal polity. It is a conglomeration of corporations. Even the incumbent of a parish is in law a “corporation sole,” his benefice a freehold; and until the establishment in 1836, by act of parliament, of the Ecclesiastical Commissioners (q.v.) nothing could be done to adjust the inequalities in the emoluments of the clergy resulting from the natural rise and fall of the value of property in various parts of the country. Even more extraordinary is the effect of the singular constitution of the church on its discipline. An incumbent, once inducted, can only be disturbed by complicated and extremely costly processes of law; in effect, except in cases of grossmisconduct, he is only checked—so far as ecclesiastical order is concerned—by his oath of canonical obedience to the “godly” monitions of his bishop; and, since these monitions are difficult and costly to enforce, while their “godliness” may be a matter of opinion, an incumbent is practically himself the interpreter of the law as applied to the doctrine and ritual of his particular church. The result has been the development within the Established Church of a most startling diversity of doctrine and ritual practice, varying from what closely resembles that of the Church of Rome to the broadest Liberalism and the extremest evangelical Protestantism. This broad comprehensiveness, which to outsiders looks like ecclesiastical anarchy, is the characteristic note of the Church of England; it may be, and has been, defended as consonant with Christian charity and suited to the genius of a people not remarkable for logical consistency; but it makes it all the more difficult to say what the religion of Englishmen actually is, even within the English Church.
The following is a list of the archiepiscopal and episcopal sees of England and Wales—the latter arranged in alphabetical order,—with date of their establishment and amount of emoluments:—
The following are suffragan or assistant bishoprics (the names of the dioceses to which each belongs being given in brackets): Dover, Croydon (Canterbury), Beverley, Hull, Sheffield (York), Stepney, Islington, Kensington (London), Jarrow (Durham), Guildford, Southampton, Dorking (Winchester), Barrow-in-Furness (Carlisle), Crediton (Exeter), Grantham (Lincoln), Burnley (Manchester), Thetford, Ipswich (Norwich), Reading (Oxford), Leicester (Peterborough), Richmond, Knaresborough (Ripon), Colchester, Barking (St Albans), Swansea (St. David’s), Woolwich, Kingston-on-Thames (Southwark), Derby (Southwell), St Germans (Truro). See alsoEngland, Church of;Anglican Communion;Ecclesiastical Jurisdiction;Vestments;Mass.
The number of “denominations” by whom buildings were certified for worship up to 1895 was 293 (see list inWhitaker’s Almanack, 1886, p. 252), but in many instances such “denominations” consisted of two orOther Protestant communions.three congregations only, in some cases of a single congregation. The more important nonconformist churches are fully dealt with under their several headings. The above table, however, based on that in theStatesman’s Year-Bookfor 1908, and giving the comparative statistics of the chief nonconformist churches, may be useful for purposes of comparison. It may be prefaced by stating that, according to returns made in 1905, the Church of England provided sitting accommodation in parish and other churches for 7,177,144 people; had an estimated number of 2,053,455 communicants, 206,873 Sunday-school teachers, and 2,538,240 Sunday scholars. There were 14,029 incumbents (rectors, vicars, and perpetual curates), 7500 curates,i.e.assistant clergy, and some 4000 clergy on the non-active list.
Besides the bodies enumerated in the table there are other churches concerning which similar statistics are lacking, but which, in several cases, have large numbers of adherents. The Unitarians are an important body with (1908) 350 ministers and 345 places of worship. Most numerous, probably, are the adherents of the Salvation Army, which with a semi-military organization has in Great Britain alone over 60,000 officers, and “barracks,”i.e.preaching stations, in almost every town. The Brethren, generally known, from their place of origin, as the Plymouth Brethren, have “rooms” and adherents throughout England; the Catholic Apostolic Church (“Irvingites”) have some 80 churches; the New Jerusalem Church (Swedenborgians) had (1908) 75 “societies”; the Christian Scientists, the Christadelphians, the British Israelites and similar societies, such as the New and Latter House of Israel, the Seventh Day Baptists, deserve mention. The Latter Day Saints (Mormons) had (1908) 82 churches in Great Britain.
Roman Catholicism in England has shown a tendency to advance, especially among the upper and upper-middle classes. The published lists of “converts” are, however, no safe index to actual progress; for noRoman Catholics.equivalent statistics are available for “leakage” in the opposite direction. The membership of the Roman Catholic Church in England is estimated at about 2,200,000. But though thegrowth of the church relatively to the population has not been particularly startling, there can be no doubt that, since the restoration of the Roman Catholic hierarchy in 1851, its general political and religious influence has enormously increased. A notable feature in this has been the great development of monastic institutions, due in large measure to the settlement in England of the congregations expelled from France. The Roman Catholic Church in England is organized in 15 dioceses, which are united in a single province under the primacy of the archbishop of Westminster. In December 1907 there were 1736 Roman Catholic churches and stations, and the number of the clergy was returned at 3524 (seeRoman Catholic Church).
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The Jews in Great Britain, chiefly found in London and other great towns, number (1907) about 196,000 and haveJews.some 200 synagogues; at the head of their organization is a chief Rabbi resident in London.
Finally it may be mentioned that a small number of Englishmen, chiefly resident in Liverpool and London, have embraced Islam; they have a mosque at Liverpool. Various foreign churches which have numbers of adherents settled in England have also branch churches and organizations in the country, notably the Orthodox Eastern Church,—with a considerable number of adherents in London, Liverpool and Manchester,—the Lutheran, and the Armenian churches.
(W. A. P.)
VII. Communications
Roads.—In England and Wales the high-roads, or roads on which wheeled vehicles can travel, are of two classes: (1) the main roads, or great arteries along which the main vehicular traffic of the country passes; and (2) ordinary highways, which are by-roads serving only local areas. The length of the main roads is about 22,000 m., and that of ordinary highways about 96,000. The highways of England, the old coaching roads, are among the best in the world, being generally of a beautiful smoothness and well maintained; they vary, naturally, in different districts, but in many even the local roads are superior to some main roads in other countries. The supersession of the stage coach by the railway took a vast amount of traffic away from the main roads, but their proper maintenance did not materially suffer; and a larger accession of traffic took place subsequently on the development of the cycle and the motor-vehicle.
The system of road-building by private enterprise, the undertakers being rewarded by tolls levied from vehicles, persons or animals using the roads, was established in England in 1663, when an act of Charles II. authorized the taking of such tolls at “turnpikes” in Hertfordshire and Cambridgeshire. A century later, in 1767, the authorization was extended over the whole kingdom by an act of George III. In its fulness the system lasted just sixty years, for the first breach in it was made by an act of George IV., in 1827, by which the chief turnpikes in London were abolished. Further acts followed in the same direction, leading to the gradual extinction, by due compensation of the persons interested, of the old system, the maintenance of the roads being vested in “turnpike trusts and highway boards,” empowered to levy local rates. The last turnpike trust ceased to exist on the 5th of November 1895, and the final accounts in connexion with its debt were closed in 1898-1899. Toll-gates are now met with only at certain bridges, where the right to levy tolls is statutory or by prescription. By the Local Government Act of 1888 the duty of maintaining main roads was imposed on the county councils, but these bodies were enabled to make arrangements with the respective highway authorities for their repair. Under the Local Government Act of 1894 the duties of all the highway authorities were transferred to the rural district councils on or before the 31st of March 1899.
It was not until the close of the 18th century, when the period of road-building activity already indicated set in, that English roads were redeemed from an extraordinarily bad condition. The roads were until then, as a rule, merely tracks, deeply worn by ages of traffic into the semblance of ditches, and, under adverse weather conditions, impassable. Travellers also had the risk of assault by robbers and highwaymen. As early as 1285 a law provided for the cutting down of trees and bushes on either side of highways, so as to deprive lawless men of cover. Instances of legislation as regards the upkeep of roads are recorded from time to time after this date, but (to take a single illustration) even in the middle of the 18th century the journey from the village, as it was then, of Paddington to London by stage occupied from 2½ to 3 hours. But from 1784 to 1792 upwards of 300 acts were passed dealing with the construction of new roads and bridges.
Railways.—The history and development of railways in England, their birthplace, and in Ireland and Scotland, with illustrative statistics, are considered under the headingUnited Kingdom. The following list indicates the year of foundation, termini, chief offices and geographical sphere of the chief railways of England and Wales.
1.Railways with Termini in London.(a)Northern.Great Northern(1846).—Terminus and offices, King’s Cross. Main line—Peterborough, Grantham, Newark, Doncaster; forming, with the North-Eastern and North British lines, the “East Coast” route to Scotland. Serving also the West Riding of Yorkshire, Lincolnshire, Nottingham and other towns of the midlands, and Manchester (by running powers over the Great Central metals). This company has so extensive a system of running powers over other railways, and of lines held jointly with other companies, that few of its more important express trains from London complete their journeys entirely on the company’s own lines.Midland(1844, an amalgamation of the former North Midland, Midland Counties, Birmingham & Derby, and other lines).—Terminus, St Pancras; offices, Derby. Main line—Bedford, Leicester, Sheffield, Leeds and Carlisle, affording the “Midland” route to Scotland. Serving also Nottingham, Derby, and the principal towns of the midlands and West Riding, and Manchester. West and North line from Bristol, Gloucester and Birmingham to Leicester and Derby. Also an Irish section, the Belfast and Northern Counties system being acquired in 1903. Docks at Heysham, Lancashire; and steamship services to Belfast, &c.London & North-Western(1846, an amalgamation of the London & Birmingham, Grand Junction, and Manchester & Birmingham lines).—Terminus and offices, Euston. Main line—Rugby, Crewe, Warrington, Preston, Carlisle; forming, with the Caledonian system, the “West Coast” route to Scotland. Serves also Manchester, Liverpool and all parts of the north-west, North Wales, Birmingham and the neighbouring midland towns, and by joint-lines, the South Welsh coal-fields. Maintains docks at Garston on the Mersey, a steamship traffic with Dublin and Greenore from Holyhead, and, jointly with the Lancashire & Yorkshire Company, a service to Belfast, &c., from Fleetwood.Great Central(1846; until 1897, when an extension to London was undertaken, called the Manchester, Sheffield & Lincolnshire).—Terminus, Marylebone; offices, Manchester. Main line—Rugby, Nottingham, Leicester, Sheffield, Manchester. The former main line runs from Manchester and Sheffield east to Retford, thence serving Grimsby and Hull, with branches to Lincoln, &c. The main line reached from London by joining the line of the Metropolitan railway near Aylesbury and following it to Harrow. Subsequently an alternative route out of London was constructed between Neasden and Northolt, where it joins another line, of the Great Western railway, from Acton, and continues as a line held jointly by the two companies through Beaconsfield and High Wycombe. Here it absorbs the old Great Western line as far as Prince’s Risborough, and continues thence to Grendon Underwood, effecting a junction with the original main line of the Great Central system. This line was opened for passenger traffic in April 1906. The Great Central company owns docks at Grimsby.(b)Eastern.Great Eastern(1862).—Terminus and offices, Liverpool Street. Serving Essex, Suffolk, Cambridgeshire, Norfolk. Joint-line with Great Northern from March to Lincoln and Doncaster. Passenger steamship services from Harwich to the Hook of Holland, Antwerp, Rotterdam, &c.London, Tilbury & Southend(1852).—Terminus and offices, Fenchurch Street. Serving places on the Essex shore of the Thames estuary, terminating at Shoeburyness.(c)Western.Great Western(1835, London to Bristol).—Terminus and offices, Paddington. Main line—Reading, Didcot, Swindon, Bath, Bristol, Taunton, Exeter, Plymouth, Penzance. Numerous additional main lines—Reading to Newbury, Weymouth and the west, a new line opened in 1906 between Castle Cary and Langport effecting a great reduction in mileage between London and Exeter and places beyond; Didcot, Oxford, Birmingham, Shrewsbury, Chester with connexions northward, and to North Wales; Oxford to Worcester, and Swindonto Gloucester and the west of England; South Welsh system (through route from London via Wootton Bassett or via Bristol, and the Severn tunnel), Newport, Cardiff, Swansea, Milford. Steamship services to the Channel Islands from Weymouth to Waterford, Ireland from Milford, and to Rosslare, Ireland, from Fishguard, the route last named being opened in 1906. The line constructed jointly with the Great Central company (as detailed in the description above) was extended in 1910 from Ashendon to Aynho, to form a short route to the great centres north of Oxford.London & South-Western(1839, incorporating the London & Southampton railway of 1835).—Terminus and offices, Waterloo. Main line—Woking, Basingstoke, Salisbury, Yeovil, Exeter, Plymouth; Woking, Guildford and Portsmouth; Basingstoke, Winchester, Southampton, Bournemouth, &c. Extensive connexions in Surrey, Hampshire and the south-west, as far as North Cornwall. This company owns the great docks at Southampton, and maintains passenger services from that port to the Channel Islands, Havre, St Malo and Cherbourg.(d)Southern.London, Brighton & South Coast(1846).—Termini, Victoria and London Bridge. Serving all the coast stations from Hastings to Portsmouth, with various lines in eastern Surrey and in Sussex. Maintains a service of passenger steamers between Newhaven and Dieppe.South Eastern & Chatham(under a managing committee, 1899, of the South-Eastern company, 1836, and the London, Chatham & Dover company, 1853).—Termini—Victoria, Charing Cross, Holborn Viaduct, Cannon Street. Offices, London Bridge Station. Various lines chiefly in Kent. Steamship services between Folkestone and Boulogne, Dover and Calais, &c.2.Provincial Railways.The two most important railway companies not possessing lines to London are the North-Eastern and the Lancashire & Yorkshire.North Eastern(1854, amalgamating a number of systems).—Offices, York. Main line—Leeds, Normanton and York to Darlington, Durham, Newcastle and Berwick-on-Tweed. Connecting with the Great Northern between Doncaster and York, and with the North British at Berwick, it forms part of the “East Coast” route to Scotland. Serving all ports and coast stations from Hull to Berwick, also Carlisle, &c. Owning extensive docks at Hull, Middlesbrough, South Shields, the Hartlepools, Blyth, &c.Lancashire & Yorkshire(1847, an amalgamation of a number of local systems).—Offices, Manchester. Main line—Manchester, Rochdale, Tormorden, Wakefield and Normanton, with branches to Halifax, Bradford, Leeds, Huddersfield and other centres of the West Riding. Extensive system in south Lancashire, connecting Manchester with Preston and Fleetwood (where the docks and steamship services to Ireland are worked jointly with the London & Northwestern company), Southport, Liverpool, &c.Among further provincial systems there should be mentioned:—Cambrian.—Offices, Oswestry. Whitchurch, Oswestry, Welshpool to Barmouth and Pwllheli, Aberystwyth, &c.Cheshire Lines, worked by a committee representative of the Great Central, Great Northern and Midland Companies, and affording important connexions between the lines of these systems and south Lancashire and Cheshire (Godley, Stockport, Warrington, Liverpool; Manchester and Liverpool; Manchester and Liverpool to Southport; Godley and Manchester to Northwich and Chester, &c.).Furness.—Offices, Barrow-in-Furness. Carnforth, Barrow, Whitehaven, with branches to Coniston, Windermere (Lakeside), &c. Docks at Barrow.North Staffordshire.—Offices, Stoke-upon-Trent. Crewe and the Potteries, Macclesfield, &c., to Uttoxeter and Derby.Cross-Country Connexions.—While London is naturally the principal focal point of the English railway system, the development of through connexions between the chief lines by way of the metropolis is very small. Some through trains are provided between the North-Western and the London, Brighton & South Coast lines via Willesden Junction, Addison Road and Clapham Junction; and a through connexion by way of Ludgate Hill has been arranged between main line trains of the South-Western and the Great Northern railways, but otherwise passengers travelling through London have generally to make their own way from one terminus to another. Certain cross-country routes, however, are provided to connect the systems of some of the companies, among which the following may be noticed.(1) Through connexions with the continental services from Harwich, and with Yarmouth and other towns of the East coast, are provided from Yorkshire, Lancashire, &c., by way of the Great Northern and Great Eastern Joint line from Doncaster and Lincoln to March.(2) Through connexions between the systems of the South-Eastern & Chatham and the Great Western companies are provided via Reading.(3) Through connexions between the systems of the Great Central and the Great Western companies are provided by the line connecting Woodford and Banbury.(4) Through connexions between the Midland and the South-Western systems are provided (a) by the Midland and South-Western Junction line connecting Cheltenham on the north-and-west line of the Midland with Andover Junction on the South-Western line; and (b) by the Somerset & Dorset line, connecting the same lines between Bath, Templecombe and Bournemouth.(5) The line from Shrewsbury to Craven Arms and Hereford, giving connexion between the north and the south-west, and Wales, is worked by the North-Western and Great Western companies.Inland Navigation.—The English system of inland navigation is confined principally to the following districts: South Lancashire, the West Riding of Yorkshire, the Midlands, especially about Birmingham, the Fen district and the ThamesCanals and rivers.basin (especially the lower part). All these districts are interconnected. The condition of inland navigation, as a whole, is not satisfactory. The Fossdyke in Lincolnshire, connecting the river Trent at Torksey with the Witham near Lincoln, and now belonging to the Great Northern and Great Eastern joint railways, is usually indicated as the earliest extant canal in England, inasmuch as it was constructed by the Romans for the purpose of drainage or water-supply, and must have been used for navigation at an early period. But the history of canal-building in England is usually dated from about 1760, and from the construction, at the instance of Francis, Duke of Bridgewater, of the Bridgewater canal in South Lancashire, now belonging to the Manchester Ship Canal Company. The activity in canal-building which prevailed during the later years of the 18th century was, in a measure, an earlier counterpart of the first period of railway development, which, proceeding subsequently along systematized lines not applied to canal-construction, and providing obvious advantages in respect of speed, caused railways to withdraw much traffic from canals. Some canals and river navigations have consequently become derelict, or are only maintained with difficulty and in imperfect condition. The inland navigation system suffers from a want of uniformity in the size of locks, depth of water, width of channels and other arrangements, so that direct intercommunication between one canal and another is often impossible in consequence; moreover, although the canals, like railways, are owned by many separate bodies, hardly any provision has been made, as it has in the case of railways, for such facilities as the working of through traffic over various systems at an inclusive charge. Lastly, the railway companies themselves have acquired control of about 30% of the total mileage of canals in England and Wales, and in many cases this has had a prejudicial effect on the prosperity of canals. Notwithstanding these disabilities, there has been in modern times a new development in the trade of some canals, born of a realization that for certain classes of goods water-transport is cheaper than the swifter rail-transport. Various proposals have been made for the establishment of a single control over all inland waterways.The lower or estuarine courses of some of the English rivers as the Thames, Tyne, Humber, Mersey and Bristol Avon, are among the most important waterways in the world, as giving access for seaborne traffic to great ports. From the Mersey the Manchester Ship Canal runs to Manchester. The manufacturing districts of South Lancashire and the West Riding of Yorkshire are traversed and connected by several canals following transverse valleys of the Pennine Chain. The main line of the Aire and Calder navigation runs from Goole by Castleford to Leeds, whence the Leeds and Liverpool canal, running by Burnley and Blackburn, completes the connexion between the Humber and the Mersey. Other canals are numerous, among which may be mentioned the Sheffield and South Yorkshire, connecting Sheffield with the Trent. The Trent itself affords an extensive navigation, from which, at Derwent mouth, the Trent and Mersey Canal runs near Burton and Stafford, and through the Potteries, to the Bridgewater Canal and so to the Mersey. This canal is owned by the North Staffordshire railway company. The river Weaver, a tributary of the Mersey, affords a waterway of importance to the salt-producing towns of Cheshire. The system of the Shropshire Union railways and canal company, which is connected by lease with the London & North-Western railway company, carries considerable traffic, especially in the neighbourhood of Ellesmere Port. In the Black Country and neighbourhood the numerous ramifications of the Birmingham Canal navigations bear a large mineral traffic. This system is connected with the rivers Severn and Trent and the canal system of the country at large, and is controlled by the London & North-Western company. The principal line of navigation from the Thames northward to the midlands is that of the Grand Junction, which runs from Brentford, is connected through London with the port of London by the Regent’s Canal, and follows closely the main line of the North-Western railway. It connects with the Oxford Canal at Braunston in Northamptonshire, and through this with canals to Birmingham and the midlands, and continues to Leicester. Both the Severn up to Stourport and the Thames up to Oxford have a fair traffic, but the Thames and Severn Canal is not much used. There is some traffic on the navigable drainage cuts and rivers of the Fens, but beyond these, in a broad consideration of the waterways of England from the point of view of their commercial importance, it is unnecessary to go.See H. R. De Salis,Bradshaw’s Canals and Navigable Rivers of England and Wales(London, 1904);Reportof Royal Commission on Canals (London, 1909).Oversea Communications.—The chief ports for continental passenger traffic are as follows:—Harwichto Amsterdam, Antwerp, Hamburg, Hook of Holland, Rotterdam (Great Eastern railway); to Copenhagen and Esbjerg (Royal Danish mail route).Queenboroughto Flushing; (Zeeland Steamship company).Doverto Calais (South-Eastern & Chatham railway); to Ostend (Belgian Royal mail steamers).Folkestoneto Boulogne (South Eastern & Chatham railway).Newhavento Dieppe (London, Brighton & South Coast railway).Southamptonto Cherbourg, Havre, St Malo (South-Western railway).The chief ports for trans-Atlantic traffic are Liverpool and Southampton, and special trains are worked in connexion with the steamers to and from London. The great development of harbour accommodation at Dover early in the 20th century brought trans-Atlantic traffic to this port also. Southampton and Liverpool are the two greatest English ports for all oceanic passenger traffic; but London has also a large traffic, both to European and to foreign ports. The passenger traffic to the Norwegian ports, always very heavy in summer, is carried on chiefly from Hull and Newcastle.
1.Railways with Termini in London.
(a)Northern.
Great Northern(1846).—Terminus and offices, King’s Cross. Main line—Peterborough, Grantham, Newark, Doncaster; forming, with the North-Eastern and North British lines, the “East Coast” route to Scotland. Serving also the West Riding of Yorkshire, Lincolnshire, Nottingham and other towns of the midlands, and Manchester (by running powers over the Great Central metals). This company has so extensive a system of running powers over other railways, and of lines held jointly with other companies, that few of its more important express trains from London complete their journeys entirely on the company’s own lines.
Midland(1844, an amalgamation of the former North Midland, Midland Counties, Birmingham & Derby, and other lines).—Terminus, St Pancras; offices, Derby. Main line—Bedford, Leicester, Sheffield, Leeds and Carlisle, affording the “Midland” route to Scotland. Serving also Nottingham, Derby, and the principal towns of the midlands and West Riding, and Manchester. West and North line from Bristol, Gloucester and Birmingham to Leicester and Derby. Also an Irish section, the Belfast and Northern Counties system being acquired in 1903. Docks at Heysham, Lancashire; and steamship services to Belfast, &c.
London & North-Western(1846, an amalgamation of the London & Birmingham, Grand Junction, and Manchester & Birmingham lines).—Terminus and offices, Euston. Main line—Rugby, Crewe, Warrington, Preston, Carlisle; forming, with the Caledonian system, the “West Coast” route to Scotland. Serves also Manchester, Liverpool and all parts of the north-west, North Wales, Birmingham and the neighbouring midland towns, and by joint-lines, the South Welsh coal-fields. Maintains docks at Garston on the Mersey, a steamship traffic with Dublin and Greenore from Holyhead, and, jointly with the Lancashire & Yorkshire Company, a service to Belfast, &c., from Fleetwood.
Great Central(1846; until 1897, when an extension to London was undertaken, called the Manchester, Sheffield & Lincolnshire).—Terminus, Marylebone; offices, Manchester. Main line—Rugby, Nottingham, Leicester, Sheffield, Manchester. The former main line runs from Manchester and Sheffield east to Retford, thence serving Grimsby and Hull, with branches to Lincoln, &c. The main line reached from London by joining the line of the Metropolitan railway near Aylesbury and following it to Harrow. Subsequently an alternative route out of London was constructed between Neasden and Northolt, where it joins another line, of the Great Western railway, from Acton, and continues as a line held jointly by the two companies through Beaconsfield and High Wycombe. Here it absorbs the old Great Western line as far as Prince’s Risborough, and continues thence to Grendon Underwood, effecting a junction with the original main line of the Great Central system. This line was opened for passenger traffic in April 1906. The Great Central company owns docks at Grimsby.
(b)Eastern.
Great Eastern(1862).—Terminus and offices, Liverpool Street. Serving Essex, Suffolk, Cambridgeshire, Norfolk. Joint-line with Great Northern from March to Lincoln and Doncaster. Passenger steamship services from Harwich to the Hook of Holland, Antwerp, Rotterdam, &c.
London, Tilbury & Southend(1852).—Terminus and offices, Fenchurch Street. Serving places on the Essex shore of the Thames estuary, terminating at Shoeburyness.
(c)Western.
Great Western(1835, London to Bristol).—Terminus and offices, Paddington. Main line—Reading, Didcot, Swindon, Bath, Bristol, Taunton, Exeter, Plymouth, Penzance. Numerous additional main lines—Reading to Newbury, Weymouth and the west, a new line opened in 1906 between Castle Cary and Langport effecting a great reduction in mileage between London and Exeter and places beyond; Didcot, Oxford, Birmingham, Shrewsbury, Chester with connexions northward, and to North Wales; Oxford to Worcester, and Swindonto Gloucester and the west of England; South Welsh system (through route from London via Wootton Bassett or via Bristol, and the Severn tunnel), Newport, Cardiff, Swansea, Milford. Steamship services to the Channel Islands from Weymouth to Waterford, Ireland from Milford, and to Rosslare, Ireland, from Fishguard, the route last named being opened in 1906. The line constructed jointly with the Great Central company (as detailed in the description above) was extended in 1910 from Ashendon to Aynho, to form a short route to the great centres north of Oxford.
London & South-Western(1839, incorporating the London & Southampton railway of 1835).—Terminus and offices, Waterloo. Main line—Woking, Basingstoke, Salisbury, Yeovil, Exeter, Plymouth; Woking, Guildford and Portsmouth; Basingstoke, Winchester, Southampton, Bournemouth, &c. Extensive connexions in Surrey, Hampshire and the south-west, as far as North Cornwall. This company owns the great docks at Southampton, and maintains passenger services from that port to the Channel Islands, Havre, St Malo and Cherbourg.
(d)Southern.
London, Brighton & South Coast(1846).—Termini, Victoria and London Bridge. Serving all the coast stations from Hastings to Portsmouth, with various lines in eastern Surrey and in Sussex. Maintains a service of passenger steamers between Newhaven and Dieppe.
South Eastern & Chatham(under a managing committee, 1899, of the South-Eastern company, 1836, and the London, Chatham & Dover company, 1853).—Termini—Victoria, Charing Cross, Holborn Viaduct, Cannon Street. Offices, London Bridge Station. Various lines chiefly in Kent. Steamship services between Folkestone and Boulogne, Dover and Calais, &c.
2.Provincial Railways.
The two most important railway companies not possessing lines to London are the North-Eastern and the Lancashire & Yorkshire.
North Eastern(1854, amalgamating a number of systems).—Offices, York. Main line—Leeds, Normanton and York to Darlington, Durham, Newcastle and Berwick-on-Tweed. Connecting with the Great Northern between Doncaster and York, and with the North British at Berwick, it forms part of the “East Coast” route to Scotland. Serving all ports and coast stations from Hull to Berwick, also Carlisle, &c. Owning extensive docks at Hull, Middlesbrough, South Shields, the Hartlepools, Blyth, &c.
Lancashire & Yorkshire(1847, an amalgamation of a number of local systems).—Offices, Manchester. Main line—Manchester, Rochdale, Tormorden, Wakefield and Normanton, with branches to Halifax, Bradford, Leeds, Huddersfield and other centres of the West Riding. Extensive system in south Lancashire, connecting Manchester with Preston and Fleetwood (where the docks and steamship services to Ireland are worked jointly with the London & Northwestern company), Southport, Liverpool, &c.
Among further provincial systems there should be mentioned:—
Cambrian.—Offices, Oswestry. Whitchurch, Oswestry, Welshpool to Barmouth and Pwllheli, Aberystwyth, &c.
Cheshire Lines, worked by a committee representative of the Great Central, Great Northern and Midland Companies, and affording important connexions between the lines of these systems and south Lancashire and Cheshire (Godley, Stockport, Warrington, Liverpool; Manchester and Liverpool; Manchester and Liverpool to Southport; Godley and Manchester to Northwich and Chester, &c.).
Furness.—Offices, Barrow-in-Furness. Carnforth, Barrow, Whitehaven, with branches to Coniston, Windermere (Lakeside), &c. Docks at Barrow.
North Staffordshire.—Offices, Stoke-upon-Trent. Crewe and the Potteries, Macclesfield, &c., to Uttoxeter and Derby.
Cross-Country Connexions.—While London is naturally the principal focal point of the English railway system, the development of through connexions between the chief lines by way of the metropolis is very small. Some through trains are provided between the North-Western and the London, Brighton & South Coast lines via Willesden Junction, Addison Road and Clapham Junction; and a through connexion by way of Ludgate Hill has been arranged between main line trains of the South-Western and the Great Northern railways, but otherwise passengers travelling through London have generally to make their own way from one terminus to another. Certain cross-country routes, however, are provided to connect the systems of some of the companies, among which the following may be noticed.
(1) Through connexions with the continental services from Harwich, and with Yarmouth and other towns of the East coast, are provided from Yorkshire, Lancashire, &c., by way of the Great Northern and Great Eastern Joint line from Doncaster and Lincoln to March.
(2) Through connexions between the systems of the South-Eastern & Chatham and the Great Western companies are provided via Reading.
(3) Through connexions between the systems of the Great Central and the Great Western companies are provided by the line connecting Woodford and Banbury.
(4) Through connexions between the Midland and the South-Western systems are provided (a) by the Midland and South-Western Junction line connecting Cheltenham on the north-and-west line of the Midland with Andover Junction on the South-Western line; and (b) by the Somerset & Dorset line, connecting the same lines between Bath, Templecombe and Bournemouth.
(5) The line from Shrewsbury to Craven Arms and Hereford, giving connexion between the north and the south-west, and Wales, is worked by the North-Western and Great Western companies.
Inland Navigation.—The English system of inland navigation is confined principally to the following districts: South Lancashire, the West Riding of Yorkshire, the Midlands, especially about Birmingham, the Fen district and the ThamesCanals and rivers.basin (especially the lower part). All these districts are interconnected. The condition of inland navigation, as a whole, is not satisfactory. The Fossdyke in Lincolnshire, connecting the river Trent at Torksey with the Witham near Lincoln, and now belonging to the Great Northern and Great Eastern joint railways, is usually indicated as the earliest extant canal in England, inasmuch as it was constructed by the Romans for the purpose of drainage or water-supply, and must have been used for navigation at an early period. But the history of canal-building in England is usually dated from about 1760, and from the construction, at the instance of Francis, Duke of Bridgewater, of the Bridgewater canal in South Lancashire, now belonging to the Manchester Ship Canal Company. The activity in canal-building which prevailed during the later years of the 18th century was, in a measure, an earlier counterpart of the first period of railway development, which, proceeding subsequently along systematized lines not applied to canal-construction, and providing obvious advantages in respect of speed, caused railways to withdraw much traffic from canals. Some canals and river navigations have consequently become derelict, or are only maintained with difficulty and in imperfect condition. The inland navigation system suffers from a want of uniformity in the size of locks, depth of water, width of channels and other arrangements, so that direct intercommunication between one canal and another is often impossible in consequence; moreover, although the canals, like railways, are owned by many separate bodies, hardly any provision has been made, as it has in the case of railways, for such facilities as the working of through traffic over various systems at an inclusive charge. Lastly, the railway companies themselves have acquired control of about 30% of the total mileage of canals in England and Wales, and in many cases this has had a prejudicial effect on the prosperity of canals. Notwithstanding these disabilities, there has been in modern times a new development in the trade of some canals, born of a realization that for certain classes of goods water-transport is cheaper than the swifter rail-transport. Various proposals have been made for the establishment of a single control over all inland waterways.
The lower or estuarine courses of some of the English rivers as the Thames, Tyne, Humber, Mersey and Bristol Avon, are among the most important waterways in the world, as giving access for seaborne traffic to great ports. From the Mersey the Manchester Ship Canal runs to Manchester. The manufacturing districts of South Lancashire and the West Riding of Yorkshire are traversed and connected by several canals following transverse valleys of the Pennine Chain. The main line of the Aire and Calder navigation runs from Goole by Castleford to Leeds, whence the Leeds and Liverpool canal, running by Burnley and Blackburn, completes the connexion between the Humber and the Mersey. Other canals are numerous, among which may be mentioned the Sheffield and South Yorkshire, connecting Sheffield with the Trent. The Trent itself affords an extensive navigation, from which, at Derwent mouth, the Trent and Mersey Canal runs near Burton and Stafford, and through the Potteries, to the Bridgewater Canal and so to the Mersey. This canal is owned by the North Staffordshire railway company. The river Weaver, a tributary of the Mersey, affords a waterway of importance to the salt-producing towns of Cheshire. The system of the Shropshire Union railways and canal company, which is connected by lease with the London & North-Western railway company, carries considerable traffic, especially in the neighbourhood of Ellesmere Port. In the Black Country and neighbourhood the numerous ramifications of the Birmingham Canal navigations bear a large mineral traffic. This system is connected with the rivers Severn and Trent and the canal system of the country at large, and is controlled by the London & North-Western company. The principal line of navigation from the Thames northward to the midlands is that of the Grand Junction, which runs from Brentford, is connected through London with the port of London by the Regent’s Canal, and follows closely the main line of the North-Western railway. It connects with the Oxford Canal at Braunston in Northamptonshire, and through this with canals to Birmingham and the midlands, and continues to Leicester. Both the Severn up to Stourport and the Thames up to Oxford have a fair traffic, but the Thames and Severn Canal is not much used. There is some traffic on the navigable drainage cuts and rivers of the Fens, but beyond these, in a broad consideration of the waterways of England from the point of view of their commercial importance, it is unnecessary to go.
See H. R. De Salis,Bradshaw’s Canals and Navigable Rivers of England and Wales(London, 1904);Reportof Royal Commission on Canals (London, 1909).
Oversea Communications.—The chief ports for continental passenger traffic are as follows:—
Harwichto Amsterdam, Antwerp, Hamburg, Hook of Holland, Rotterdam (Great Eastern railway); to Copenhagen and Esbjerg (Royal Danish mail route).
Queenboroughto Flushing; (Zeeland Steamship company).
Doverto Calais (South-Eastern & Chatham railway); to Ostend (Belgian Royal mail steamers).
Folkestoneto Boulogne (South Eastern & Chatham railway).
Newhavento Dieppe (London, Brighton & South Coast railway).
Southamptonto Cherbourg, Havre, St Malo (South-Western railway).
The chief ports for trans-Atlantic traffic are Liverpool and Southampton, and special trains are worked in connexion with the steamers to and from London. The great development of harbour accommodation at Dover early in the 20th century brought trans-Atlantic traffic to this port also. Southampton and Liverpool are the two greatest English ports for all oceanic passenger traffic; but London has also a large traffic, both to European and to foreign ports. The passenger traffic to the Norwegian ports, always very heavy in summer, is carried on chiefly from Hull and Newcastle.
VIII. Industries
Agriculture.—In the agricultural returns for Great Britain, issued annually by the government, the area of England (apart from Wales) has been divided into two sections, “arable” and “grass,” corresponding with a former division into “corn counties” and “grazing counties,” except that Leicestershire is included not in the “grass” but in the “arable” section. Most of the eastern part of England is “arable,” while the western and northern part is “grass,” the boundary between the sections being the western limit of Hampshire, Berkshire, Oxfordshire, Warwickshire, Leicestershire, Nottinghamshire, and of the East Riding of Yorkshire.
The division is thus as follows:—Grass Counties.Arable Counties.Northumberland.Yorkshire, East Riding.Cumberland.Lincolnshire.Durham.Nottingham.Yorkshire, North and West Ridings.Rutland.Westmorland.Huntingdonshire.Lancashire.Warwickshire.Cheshire.Leicestershire.Derbyshire.Northamptonshire.Staffordshire.Cambridgeshire.Shropshire.Norfolk.Worcestershire.Suffolk.Herefordshire.Bedfordshire.Monmouthshire.Buckinghamshire.Gloucestershire.Oxfordshire.Wiltshire.Berkshire.Dorsetshire.Hampshire.Somersetshire.Hertfordshire.Devonshire.Essex.Cornwall.Middlesex.Surrey.Kent.Sussex.The average area under cultivation of all the counties is about .76 of the whole area. The counties having the greatest area under cultivation (ranging up to about nine-tenths of the whole) may be taken to be—Leicestershire, the East Riding of Yorkshire, Lincolnshire, Huntingdonshire, Rutland, Northamptonshire, Bedfordshire and Cambridgeshire. Those with the smallest proportional cultivated area are Westmorland, Middlesex, Northumberland, Surrey, Cumberland, the North and West Ridings of Yorkshire, Lancashire, Durham and Cornwall. Geographical considerations govern these conditions to a very great extent; thus the counties first indicated lie almost entirely within the area of the low-lying and fertile Eastern Plain, while the smallest areas of cultivation are found in the counties covering the Pennine hill-system, with its high-lying uncultivated moors. In the case of Cornwall and Cumberland the physical conditions are similar to these; but in that of Middlesex and Surrey the existence of large urban areas belonging or adjacent to London must be taken into account. These also affect the proportion of cultivated areas in the other home counties. The presence of a widespread urban population must also be remembered in the case of Lancashire and the West Riding of Yorkshire.The geographical distribution of the principal crops, &c., may now be followed. The grain crops grown in England consist almost exclusively of wheat, barley and oats. Lincolnshire, Norfolk, Suffolk, Essex, Cambridgeshire and the EastDistribution of crops.Riding of Yorkshire are especially productive in all these; the North and West Ridings of Yorkshire produce a notable quantity of barley and oats; and the oat-crops in the following counties deserve mention—Devonshire, Hampshire, Lancashire, Cumberland, Cornwall, Cheshire and Sussex. There is no county, however, in which the single crop of wheat or barley stands pre-eminently above others, and in the case of the upland counties of Cumberland, Westmorland and Derbyshire, the metropolitan county of Middlesex, and Monmouthshire, these crops are quite insignificant. In proportion to their area, the counties specially productive of wheat are Cambridgeshire, Huntingdonshire, Hertfordshire, Bedfordshire and Essex; and of barley, Norfolk, Suffolk and the East Riding of Yorkshire. In fruit-growing, Kent takes the first place, but a good quantity is grown in Cambridgeshire, Norfolk and Essex, in Worcestershire and other western counties, where, as in Herefordshire, Somerset and Devon, the apple is especially cultivated and cider is largely produced. Kent is again pre-eminent in the growth of hops; indeed this practice and that of fruit-growing give the scenery of the county a strongly individual character. Hop-growing extends from Kent into the neighbouring parts of Sussex and Surrey, where, however, it is much less important; it is also practised to a considerable degree in a group of counties of the midlands and west—Herefordshire, Worcestershire, Gloucestershire and Shropshire. Market-gardening is carried on most extensively on suitable lands in the neighbourhood of the great areas of urban population; thus the open land remaining in Middlesex is largely devoted to this industry. From the Channel and Scilly Islands, vegetables, especially seasonable vegetables, and also flowers which, owing to the peculiar climatic conditions of these islands, come early to perfection, are imported to the London market. Considering the crops not hitherto specified, it may be indicated that turnips and swedes form the chief green crops in most districts; potatoes, mangels, beans and peas are also commonly grown, Beyond the three chief grain crops, only a little rye is grown. The cultivation of flax is almost extinct, but it is practised in a few districts, such as the East and West Ridings of Yorkshire.The counties in which the greatest proportion of the land is devoted to permanent pasture may be judged roughly from the list of “grass counties” already given. Derbyshire, Leicestershire, the midland counties generally, and Somersetshire,Live stock.have the highest proportion, and the counties of the East Anglian seaboard the lowest. But with lands thus classified heath, moor and hill pastures are not included; and the greatest areas of these are naturally found in the counties of the Pennines and the Lake District, especially in Northumberland, Cumberland, Westmorland and the North and West Ridings of Yorkshire. There is also plenty of hill-pasture in the south-western counties (from Hampshire and Berkshire westward), especially in Devonshire, Cornwall and Somersetshire, and also in Monmouthshire and along the Welsh marches, on the Cotteswold Hills, &c. In all these localities sheep are extensively reared, especially in Northumberland, but on the other hand in Lincolnshire the numbers of sheep are roughly equal to those in the northern county. Other counties in which the numbers are especially large are Devonshire, Kent, Cumberland and the North and West Ridings of Yorkshire. Cattle are reared in great numbers in Lincolnshire, Lancashire and the West Riding of Yorkshire, Devonshire, Somersetshire and Cornwall; but the numbers of both cattle and sheep are in no English county (save Middlesex) to be regarded as insignificant. Pigs are bred most extensively in Suffolk, Norfolk and Lincolnshire and in Somersetshire.It is often asserted that the scenery of rural England is of its kind unrivalled. Except in open lands like the Fens, the peculiarly rich appearance of the country is due to the closely-divided fields with their high, luxuriant hedges, and especiallyWoodlands.to the profuse growth of trees. There is not, however, any large continuous forested tract. Certain areas still bear the name of forest where there is now none; the term here possesses an historical significance, in many cases indicating former royal game-preserves. Great areas of England were once under forest. The clearing of land for agricultural purposes, the use of wood for the prosecution of the industries of an increasing population, and other causes, have led to the gradual disforesting of large tracts. There are still, however, some small well-defined woodland areas. The New Forest in Hampshire, the Forest of Dean in Gloucestershire, and Epping Forest, which is preserved as a public recreation-ground by the City of London, are the most notable instances. The counties comprising the greatest proportional amount of woodland fall into two distinct groups—Hampshire, Surrey, Sussex and Kent, with Berkshire and Buckinghamshire; Monmouth, Herefordshire and Gloucestershire. Cambridgeshire, lying almost wholly within the area of the Fens, has the smallest proportional area of woodland of any English county.The number of persons engaged in agriculture in England and Wales was found by the census of 1901 to be 1,192,167; the total showing a steady decrease (e.g.from 1,352,389 in 1881), which is especially marked in the case of females. But the decrease lies mainly in the number of agricultural labourers; the number of farmers is not notably affected, and the increasing substitution of machinery for manual labour must be taken into consideration. The average size of holdings in England may be taken approximately as 66 acres, the average in 1903 being 66.1, whereas in 1895 it was 65.3.(See also the articleAgriculture.)(Click to enlarge.)Fisheries.—All the seas round Britain are rich in fish, and there are important fishing stations at intervals on all the English coasts, but those on the east coast are by far the most numerous. On an estimate of weight and value of the fish landed,Sea fisheries.Grimsby at the mouth of the Humber in Lincolnshire, stands pre-eminent as a fishing port. For example, the fish landed there in 1903 were of nearly four times the value of those landed at Hull, which was the second in order of all the English stations. Next in importance stand Lowestoft, Yarmouth and North Shields, Boston and Scarborough, and, among a large number of minor fishing stations, Hartlepool and Ramsgate. Great quantities of fish are also landed at the riverside market of Billingsgate in London, but the conditions here are exceptional, the landings being effected by carrier steamers, plying from certain of the fishing fleets, and not taking part in the actual process of fishing. On the south coast Newlyn ranks in the same category with Boston; at Plymouth considerable catches are landed; and Brixham ranks alongside the last ports named on the east coast. The chief fishing centres of the English Channel are thus seen to belong to the coast of Devonshire and Cornwall. On the west coast the Welsh port of Milford takes the first place, while Swansea and Cardiff have a considerable fishing industry, surpassed, however, by that of Fleetwood in Lancashire. Liverpool also ranks among the more important centres. As a comparison of the production of the east, south and west coast fisheries, an average may be taken of the annual catches recorded over a term of years. In the ten years 1894-1903 this average was 6,985,588 cwt. for the east coast stations, 669,759 cwt. for those of the south coast, and 884,932 for those of the west (including the Welsh stations).Distinctions may be drawn, as will be seen, between the nature and methods of the fisheries on the various coasts, and the relative prosperity of the industry from year to year cannot be considered as a whole. Thus in the period considered the recorded maximum weight of fish landed at the east coast ports was 9,539,114 cwt. in 1903 (the value being returned as £5,721,105); whereas on the south coast it was 736,599 cwt. in 1899, and on the west 1,117,164 cwt. in 1898. Considered as a whole, the individual fish, by far the most important in the English fisheries, is the herring, for which Yarmouth and Lowestoft are the chief ports. The next in order are haddock, cod and plaice, and the east coast fisheries return the greatest bulk of these also. But whereas the south coast has the advantage over the west in the herring and plaice fisheries, the reverse is the case in the haddock and cod fisheries, haddock, in particular, being landed in very small quantities at the south coast ports. Mackerel, however, are landed principally at the southern ports, and the pilchard is taken almost solely off the south-western coast. A fish of special importance to the west coast fisheries is the hake. Among shell-fish, crabs and oysters are taken principally off the east coast; the oyster beds in the shallow water off the north Kent and Essex coasts, as at Whitstable and Colchester, being famous. Lobsters are landed in greatest number on the south coast.The number of vessels of every sort employed in fishing was returned in 1903 as 9721, and the number of persons employed as 41,539, of whom 34,071 were regular fishermen. The development of the steam trawling-vessel is illustrated by the increase in numbers of these vessels from 480 in 1893 to 1135 in 1903. They belong chiefly to North Shields, Hull, Grimsby, Yarmouth and Lowestoft. There are a considerable number on the west coast, but very few on the south. These vessels have a wide range of operations, pursuing their work as far as the Faeroe Islands and Iceland on the one hand, and the Bay of Biscay and the Portuguese coast on the other.The English freshwater fisheries are not of great commercial importance, nor, from the point of view of sport, are the salmon and trout fisheries as a whole of equal importance with those of Scotland, Ireland or Wales. The English salmonFreshwater fisheries.and trout fisheries may be geographically classified thus: (1)North-western division, Rivers Eden, Derwent, Lune, Ribble: (2)North-eastern, Coquet, Tyne, Wear, Tees, &c.; (3)Western, Dee, Usk, Wye, Severn; (4)South-western, Taw, Torridge, Camel, Tamar, Dart, Exe, Teign, &c.; (5)Southern, Avon and Stour (Christchurch) and the Itchin and other famous trout streams of Hampshire. The rivers of the midlands and east are of little importance to salmon-fishers, though the Trent carries a few, and in modern times attempts have been made to rehabilitate the Thames as a salmon river. The trout-fishing in the upper Thames and many of its tributaries (such as the Kennet, Colne and Lea) is famous. But many of the midland, eastern and south-eastern rivers, the Norfolk Broads, &c., are noted for their coarse fish.Mining.—Although the conditions of mining have, naturally, undergone a revolutionary development in comparatively modern times, yet some indications of England’s mineral wealth are found at various periods of early history. The exploitation of tin in the south-west is commonly referred back to the time of the Phoenician sea-traders, and in the first half of the 13th century England supplied Europe with this metal. At a later period tin and lead were regarded as the English minerals of highest commercial value; whereas to-day both, but especially lead, have fallen far from this position. The Roman working of lead and iron has been clearly traced in many districts, as has that of salt in Cheshire. The subsequent development of the iron industry is full of interest, as, while extending vastly, it has entirely lapsed in certain districts. However long before it may have been known to a few, the use of coal for smelting iron did not become general till the later part of the 18th century, and down to that time, iron-working was confined to districts where timber was available for the supply of the smelting medium, charcoal. Thus the industry centred chiefly upon the Weald (Sussex and Kent), the Forest of Dean in Gloucestershire, and the Birmingham district; but from the first district named it afterwards wholly departed, following the development of the coal-fields. These have, in some cases, a record from a fairly early date; thus, an indication of the Northumberland coal-supply occurs in a charter of 1234, and the Yorkshire coal-field is first mentioned early in the following century. But how little this source of wealth was developed appears from an estimate of the total production of coal, which gives in 1700 only 2,612,000 tons, and, in 1800, 10,080,000 tons, against the returned total (for the United Kingdom) of 225,181,300 tons in 1900.The chief minerals raised in England, as stated in the annual home office report on mines and quarries, appear in order of value, thus: coal, iron ore, clay and shale, sandstone, limestone, igneous rocks, salt, tin ore. Coal surpasses all the other minerals to such an extent that, taking the year 1903 as a type, when the total value of the mineral output was very nearly £70,000,000, that of coal is found to approach £61,000,000.The position of the various principal coal-fields has been indicated in dealing with the physical geography of England, but the grouping of the fields adopted in the official report may be givenCoal-fields.here, together with an indication of the counties covered by each, and the percentage of coal to the total bulk raised in each county. These figures are furnished as a general demonstration of the geographical distribution of the industry, but are based on the returns for 1903.Coal-fields.Counties.Percentage.NorthernDurham22.37Northumberland7.48Yorkshire, &c.Yorkshire (West Riding)2017.76Derbyshire9.40Nottinghamshire5.41Lancashire and CheshireLancashire15.26Cheshire0.25Leicestershire1.31Midland21Shropshire0.50Staffordshire8.10Warwickshire2.12Worcestershire0.44Small detachedCumberland1.37Gloucestershire220.87Somersetshire0.62Westmorland0.07Yorkshire (North Riding)20· ·Monmouthshire236.67The coal-fields on the eastern flank of the Pennines, therefore, namely, the Northern and the Yorkshire, are seen to be by far the most important in England. The carrying trade in coal is naturally very extensive, and may be considered here. The principal ports for the shipping of coal for export, set down in order of the amount shipped, also fall very nearly into topographical groups, thus:—Newcastle, South Shields and Blyth in the Northern District; Newport in Monmouthshire; Sunderland in the Northern District, Hull, Grimsby and Goole on the Humber, which forms the eastern outlet of the Yorkshire coal-fields; Hartlepool, in the Northern District, and Liverpool. The tonnage annually shipped ranges from about 4½ millions of tons in the case of Newcastle to some half a million in the case of Liverpool; but the export trade of Cardiff in South Wales far surpasses that of any English port, being more than three times that of Newcastle in 1903. The coastwise carrying trade is also important, the bulk being shared about equally by Sunderland, Newcastle, South Shields and Cardiff, while Liverpool has also a large share. Of the whole amount of coal received coastwise at English and Welsh ports (about 13½ million tons), London received considerably over one-half (nearly 8 million tons in 1903). The railways having the heaviest coal traffic are the North-Eastern, which monopolizes the traffic of Northumberland and Durham; the Midland, commanding the Derbyshire, Yorkshire and East Midland traffic, and some of the Welsh; the London & North Western, whose principal sources are the Lancashire, Staffordshireand South Welsh districts; the Great Western and the Taff Vale (South Welsh), with the Great Central, Lancashire & Yorkshire and Great Northern systems.In the face of railway competition, several of the canals maintain a fair traffic in coal, for which they are eminently suitable—the system of the Birmingham navigation, the Aire and Calder navigation of Yorkshire, and the Leeds and Liverpool navigation have the largest shares in this trade.The richest iron-mining district in England and in the United Kingdom is the Cleveland district of the North Riding of Yorkshire. It produces over two-fifths of the total amount of ore raised in the Kingdom, and not much less than one-halfIron.of that raised in England. The richness of the ore (about 30% of metal) is by no means so great as the red haematite ore found in Cumberland and north Lancashire (Furness district, &c.). Here the percentage is over 50, but the ore, though the richest found in the kingdom, is less plentiful, about 1½ million tons being raised in 1903 as against more than 5½ millions in Cleveland. There is also a considerable working of brown iron ore at various points in Lincolnshire, Northamptonshire and Leicestershire; with further workings of less importance in Staffordshire and several other districts. The total amount of ore raised in England is about 12½ million tons, but it is not so high, in some iron-fields, as formerly. Some of the lesser deposits have been worked out, and even in the rich Furness fields it has been found difficult to pursue the ore. The import of ore (the bulk coming from Spain) has consequently increased, and the ports where the principal import trade is carried on are those which form the principal outlets of the iron-working districts of Cleveland and Furness, namely Middlesbrough and Barrow-in-Furness.The geographical distribution of the remaining more important English minerals may be passed in quicker review. Of the metals, the production of copper is a lapsing industry, confined to Cornwall. For the production of lead the principal counties are Derbyshire, Durham and Stanhope, but the industry is not extensive, and is confined to a few places in each county. Quarrying for limestone, clay and sandstone is general in most parts. For limestone the principal localities are in Durham, Derbyshire and Yorkshire, while for chalk-quarrying Kent is pre-eminent among a group of south-eastern counties, including Hampshire, Sussex and Surrey, with Essex. Fireclay is largely raised from coal-mines, while, among special clays, there is a considerable production of china and potter’s clays in Cornwall, Devonshire and Dorsetshire. As regards igneous rocks, the Charnwood Forest quarries of Leicestershire, and those of Cornwall, are particularly noted for their granite. Slate is worked in Cornwall and Devon, and also in Lancashire and Cumberland, where, in the Lake District, there are several large quarries. Salt, obtained principally from brine but also as rock-salt, is an important object of industry in Cheshire, the output from that county and Staffordshire exceeding a million tons annually. In Worcestershire, Durham and Yorkshire salt is also produced from brine.The total number of persons in any way occupied in connexion with mines and quarries in England and Wales in 1901 was 805,185; the number being found to increase rapidly, as from 528,474 in 1881. Coal-mines alone occupied 643,654, and to development in this direction the total increase is chiefly due. The number of ironstone and other mines decreased in the period noticed from 55,907 to 31,606.
The division is thus as follows:—
The average area under cultivation of all the counties is about .76 of the whole area. The counties having the greatest area under cultivation (ranging up to about nine-tenths of the whole) may be taken to be—Leicestershire, the East Riding of Yorkshire, Lincolnshire, Huntingdonshire, Rutland, Northamptonshire, Bedfordshire and Cambridgeshire. Those with the smallest proportional cultivated area are Westmorland, Middlesex, Northumberland, Surrey, Cumberland, the North and West Ridings of Yorkshire, Lancashire, Durham and Cornwall. Geographical considerations govern these conditions to a very great extent; thus the counties first indicated lie almost entirely within the area of the low-lying and fertile Eastern Plain, while the smallest areas of cultivation are found in the counties covering the Pennine hill-system, with its high-lying uncultivated moors. In the case of Cornwall and Cumberland the physical conditions are similar to these; but in that of Middlesex and Surrey the existence of large urban areas belonging or adjacent to London must be taken into account. These also affect the proportion of cultivated areas in the other home counties. The presence of a widespread urban population must also be remembered in the case of Lancashire and the West Riding of Yorkshire.
The geographical distribution of the principal crops, &c., may now be followed. The grain crops grown in England consist almost exclusively of wheat, barley and oats. Lincolnshire, Norfolk, Suffolk, Essex, Cambridgeshire and the EastDistribution of crops.Riding of Yorkshire are especially productive in all these; the North and West Ridings of Yorkshire produce a notable quantity of barley and oats; and the oat-crops in the following counties deserve mention—Devonshire, Hampshire, Lancashire, Cumberland, Cornwall, Cheshire and Sussex. There is no county, however, in which the single crop of wheat or barley stands pre-eminently above others, and in the case of the upland counties of Cumberland, Westmorland and Derbyshire, the metropolitan county of Middlesex, and Monmouthshire, these crops are quite insignificant. In proportion to their area, the counties specially productive of wheat are Cambridgeshire, Huntingdonshire, Hertfordshire, Bedfordshire and Essex; and of barley, Norfolk, Suffolk and the East Riding of Yorkshire. In fruit-growing, Kent takes the first place, but a good quantity is grown in Cambridgeshire, Norfolk and Essex, in Worcestershire and other western counties, where, as in Herefordshire, Somerset and Devon, the apple is especially cultivated and cider is largely produced. Kent is again pre-eminent in the growth of hops; indeed this practice and that of fruit-growing give the scenery of the county a strongly individual character. Hop-growing extends from Kent into the neighbouring parts of Sussex and Surrey, where, however, it is much less important; it is also practised to a considerable degree in a group of counties of the midlands and west—Herefordshire, Worcestershire, Gloucestershire and Shropshire. Market-gardening is carried on most extensively on suitable lands in the neighbourhood of the great areas of urban population; thus the open land remaining in Middlesex is largely devoted to this industry. From the Channel and Scilly Islands, vegetables, especially seasonable vegetables, and also flowers which, owing to the peculiar climatic conditions of these islands, come early to perfection, are imported to the London market. Considering the crops not hitherto specified, it may be indicated that turnips and swedes form the chief green crops in most districts; potatoes, mangels, beans and peas are also commonly grown, Beyond the three chief grain crops, only a little rye is grown. The cultivation of flax is almost extinct, but it is practised in a few districts, such as the East and West Ridings of Yorkshire.
The counties in which the greatest proportion of the land is devoted to permanent pasture may be judged roughly from the list of “grass counties” already given. Derbyshire, Leicestershire, the midland counties generally, and Somersetshire,Live stock.have the highest proportion, and the counties of the East Anglian seaboard the lowest. But with lands thus classified heath, moor and hill pastures are not included; and the greatest areas of these are naturally found in the counties of the Pennines and the Lake District, especially in Northumberland, Cumberland, Westmorland and the North and West Ridings of Yorkshire. There is also plenty of hill-pasture in the south-western counties (from Hampshire and Berkshire westward), especially in Devonshire, Cornwall and Somersetshire, and also in Monmouthshire and along the Welsh marches, on the Cotteswold Hills, &c. In all these localities sheep are extensively reared, especially in Northumberland, but on the other hand in Lincolnshire the numbers of sheep are roughly equal to those in the northern county. Other counties in which the numbers are especially large are Devonshire, Kent, Cumberland and the North and West Ridings of Yorkshire. Cattle are reared in great numbers in Lincolnshire, Lancashire and the West Riding of Yorkshire, Devonshire, Somersetshire and Cornwall; but the numbers of both cattle and sheep are in no English county (save Middlesex) to be regarded as insignificant. Pigs are bred most extensively in Suffolk, Norfolk and Lincolnshire and in Somersetshire.
It is often asserted that the scenery of rural England is of its kind unrivalled. Except in open lands like the Fens, the peculiarly rich appearance of the country is due to the closely-divided fields with their high, luxuriant hedges, and especiallyWoodlands.to the profuse growth of trees. There is not, however, any large continuous forested tract. Certain areas still bear the name of forest where there is now none; the term here possesses an historical significance, in many cases indicating former royal game-preserves. Great areas of England were once under forest. The clearing of land for agricultural purposes, the use of wood for the prosecution of the industries of an increasing population, and other causes, have led to the gradual disforesting of large tracts. There are still, however, some small well-defined woodland areas. The New Forest in Hampshire, the Forest of Dean in Gloucestershire, and Epping Forest, which is preserved as a public recreation-ground by the City of London, are the most notable instances. The counties comprising the greatest proportional amount of woodland fall into two distinct groups—Hampshire, Surrey, Sussex and Kent, with Berkshire and Buckinghamshire; Monmouth, Herefordshire and Gloucestershire. Cambridgeshire, lying almost wholly within the area of the Fens, has the smallest proportional area of woodland of any English county.
The number of persons engaged in agriculture in England and Wales was found by the census of 1901 to be 1,192,167; the total showing a steady decrease (e.g.from 1,352,389 in 1881), which is especially marked in the case of females. But the decrease lies mainly in the number of agricultural labourers; the number of farmers is not notably affected, and the increasing substitution of machinery for manual labour must be taken into consideration. The average size of holdings in England may be taken approximately as 66 acres, the average in 1903 being 66.1, whereas in 1895 it was 65.3.
(See also the articleAgriculture.)
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Fisheries.—All the seas round Britain are rich in fish, and there are important fishing stations at intervals on all the English coasts, but those on the east coast are by far the most numerous. On an estimate of weight and value of the fish landed,Sea fisheries.Grimsby at the mouth of the Humber in Lincolnshire, stands pre-eminent as a fishing port. For example, the fish landed there in 1903 were of nearly four times the value of those landed at Hull, which was the second in order of all the English stations. Next in importance stand Lowestoft, Yarmouth and North Shields, Boston and Scarborough, and, among a large number of minor fishing stations, Hartlepool and Ramsgate. Great quantities of fish are also landed at the riverside market of Billingsgate in London, but the conditions here are exceptional, the landings being effected by carrier steamers, plying from certain of the fishing fleets, and not taking part in the actual process of fishing. On the south coast Newlyn ranks in the same category with Boston; at Plymouth considerable catches are landed; and Brixham ranks alongside the last ports named on the east coast. The chief fishing centres of the English Channel are thus seen to belong to the coast of Devonshire and Cornwall. On the west coast the Welsh port of Milford takes the first place, while Swansea and Cardiff have a considerable fishing industry, surpassed, however, by that of Fleetwood in Lancashire. Liverpool also ranks among the more important centres. As a comparison of the production of the east, south and west coast fisheries, an average may be taken of the annual catches recorded over a term of years. In the ten years 1894-1903 this average was 6,985,588 cwt. for the east coast stations, 669,759 cwt. for those of the south coast, and 884,932 for those of the west (including the Welsh stations).
Distinctions may be drawn, as will be seen, between the nature and methods of the fisheries on the various coasts, and the relative prosperity of the industry from year to year cannot be considered as a whole. Thus in the period considered the recorded maximum weight of fish landed at the east coast ports was 9,539,114 cwt. in 1903 (the value being returned as £5,721,105); whereas on the south coast it was 736,599 cwt. in 1899, and on the west 1,117,164 cwt. in 1898. Considered as a whole, the individual fish, by far the most important in the English fisheries, is the herring, for which Yarmouth and Lowestoft are the chief ports. The next in order are haddock, cod and plaice, and the east coast fisheries return the greatest bulk of these also. But whereas the south coast has the advantage over the west in the herring and plaice fisheries, the reverse is the case in the haddock and cod fisheries, haddock, in particular, being landed in very small quantities at the south coast ports. Mackerel, however, are landed principally at the southern ports, and the pilchard is taken almost solely off the south-western coast. A fish of special importance to the west coast fisheries is the hake. Among shell-fish, crabs and oysters are taken principally off the east coast; the oyster beds in the shallow water off the north Kent and Essex coasts, as at Whitstable and Colchester, being famous. Lobsters are landed in greatest number on the south coast.
The number of vessels of every sort employed in fishing was returned in 1903 as 9721, and the number of persons employed as 41,539, of whom 34,071 were regular fishermen. The development of the steam trawling-vessel is illustrated by the increase in numbers of these vessels from 480 in 1893 to 1135 in 1903. They belong chiefly to North Shields, Hull, Grimsby, Yarmouth and Lowestoft. There are a considerable number on the west coast, but very few on the south. These vessels have a wide range of operations, pursuing their work as far as the Faeroe Islands and Iceland on the one hand, and the Bay of Biscay and the Portuguese coast on the other.
The English freshwater fisheries are not of great commercial importance, nor, from the point of view of sport, are the salmon and trout fisheries as a whole of equal importance with those of Scotland, Ireland or Wales. The English salmonFreshwater fisheries.and trout fisheries may be geographically classified thus: (1)North-western division, Rivers Eden, Derwent, Lune, Ribble: (2)North-eastern, Coquet, Tyne, Wear, Tees, &c.; (3)Western, Dee, Usk, Wye, Severn; (4)South-western, Taw, Torridge, Camel, Tamar, Dart, Exe, Teign, &c.; (5)Southern, Avon and Stour (Christchurch) and the Itchin and other famous trout streams of Hampshire. The rivers of the midlands and east are of little importance to salmon-fishers, though the Trent carries a few, and in modern times attempts have been made to rehabilitate the Thames as a salmon river. The trout-fishing in the upper Thames and many of its tributaries (such as the Kennet, Colne and Lea) is famous. But many of the midland, eastern and south-eastern rivers, the Norfolk Broads, &c., are noted for their coarse fish.
Mining.—Although the conditions of mining have, naturally, undergone a revolutionary development in comparatively modern times, yet some indications of England’s mineral wealth are found at various periods of early history. The exploitation of tin in the south-west is commonly referred back to the time of the Phoenician sea-traders, and in the first half of the 13th century England supplied Europe with this metal. At a later period tin and lead were regarded as the English minerals of highest commercial value; whereas to-day both, but especially lead, have fallen far from this position. The Roman working of lead and iron has been clearly traced in many districts, as has that of salt in Cheshire. The subsequent development of the iron industry is full of interest, as, while extending vastly, it has entirely lapsed in certain districts. However long before it may have been known to a few, the use of coal for smelting iron did not become general till the later part of the 18th century, and down to that time, iron-working was confined to districts where timber was available for the supply of the smelting medium, charcoal. Thus the industry centred chiefly upon the Weald (Sussex and Kent), the Forest of Dean in Gloucestershire, and the Birmingham district; but from the first district named it afterwards wholly departed, following the development of the coal-fields. These have, in some cases, a record from a fairly early date; thus, an indication of the Northumberland coal-supply occurs in a charter of 1234, and the Yorkshire coal-field is first mentioned early in the following century. But how little this source of wealth was developed appears from an estimate of the total production of coal, which gives in 1700 only 2,612,000 tons, and, in 1800, 10,080,000 tons, against the returned total (for the United Kingdom) of 225,181,300 tons in 1900.
The chief minerals raised in England, as stated in the annual home office report on mines and quarries, appear in order of value, thus: coal, iron ore, clay and shale, sandstone, limestone, igneous rocks, salt, tin ore. Coal surpasses all the other minerals to such an extent that, taking the year 1903 as a type, when the total value of the mineral output was very nearly £70,000,000, that of coal is found to approach £61,000,000.
The position of the various principal coal-fields has been indicated in dealing with the physical geography of England, but the grouping of the fields adopted in the official report may be givenCoal-fields.here, together with an indication of the counties covered by each, and the percentage of coal to the total bulk raised in each county. These figures are furnished as a general demonstration of the geographical distribution of the industry, but are based on the returns for 1903.
The coal-fields on the eastern flank of the Pennines, therefore, namely, the Northern and the Yorkshire, are seen to be by far the most important in England. The carrying trade in coal is naturally very extensive, and may be considered here. The principal ports for the shipping of coal for export, set down in order of the amount shipped, also fall very nearly into topographical groups, thus:—Newcastle, South Shields and Blyth in the Northern District; Newport in Monmouthshire; Sunderland in the Northern District, Hull, Grimsby and Goole on the Humber, which forms the eastern outlet of the Yorkshire coal-fields; Hartlepool, in the Northern District, and Liverpool. The tonnage annually shipped ranges from about 4½ millions of tons in the case of Newcastle to some half a million in the case of Liverpool; but the export trade of Cardiff in South Wales far surpasses that of any English port, being more than three times that of Newcastle in 1903. The coastwise carrying trade is also important, the bulk being shared about equally by Sunderland, Newcastle, South Shields and Cardiff, while Liverpool has also a large share. Of the whole amount of coal received coastwise at English and Welsh ports (about 13½ million tons), London received considerably over one-half (nearly 8 million tons in 1903). The railways having the heaviest coal traffic are the North-Eastern, which monopolizes the traffic of Northumberland and Durham; the Midland, commanding the Derbyshire, Yorkshire and East Midland traffic, and some of the Welsh; the London & North Western, whose principal sources are the Lancashire, Staffordshireand South Welsh districts; the Great Western and the Taff Vale (South Welsh), with the Great Central, Lancashire & Yorkshire and Great Northern systems.
In the face of railway competition, several of the canals maintain a fair traffic in coal, for which they are eminently suitable—the system of the Birmingham navigation, the Aire and Calder navigation of Yorkshire, and the Leeds and Liverpool navigation have the largest shares in this trade.
The richest iron-mining district in England and in the United Kingdom is the Cleveland district of the North Riding of Yorkshire. It produces over two-fifths of the total amount of ore raised in the Kingdom, and not much less than one-halfIron.of that raised in England. The richness of the ore (about 30% of metal) is by no means so great as the red haematite ore found in Cumberland and north Lancashire (Furness district, &c.). Here the percentage is over 50, but the ore, though the richest found in the kingdom, is less plentiful, about 1½ million tons being raised in 1903 as against more than 5½ millions in Cleveland. There is also a considerable working of brown iron ore at various points in Lincolnshire, Northamptonshire and Leicestershire; with further workings of less importance in Staffordshire and several other districts. The total amount of ore raised in England is about 12½ million tons, but it is not so high, in some iron-fields, as formerly. Some of the lesser deposits have been worked out, and even in the rich Furness fields it has been found difficult to pursue the ore. The import of ore (the bulk coming from Spain) has consequently increased, and the ports where the principal import trade is carried on are those which form the principal outlets of the iron-working districts of Cleveland and Furness, namely Middlesbrough and Barrow-in-Furness.
The geographical distribution of the remaining more important English minerals may be passed in quicker review. Of the metals, the production of copper is a lapsing industry, confined to Cornwall. For the production of lead the principal counties are Derbyshire, Durham and Stanhope, but the industry is not extensive, and is confined to a few places in each county. Quarrying for limestone, clay and sandstone is general in most parts. For limestone the principal localities are in Durham, Derbyshire and Yorkshire, while for chalk-quarrying Kent is pre-eminent among a group of south-eastern counties, including Hampshire, Sussex and Surrey, with Essex. Fireclay is largely raised from coal-mines, while, among special clays, there is a considerable production of china and potter’s clays in Cornwall, Devonshire and Dorsetshire. As regards igneous rocks, the Charnwood Forest quarries of Leicestershire, and those of Cornwall, are particularly noted for their granite. Slate is worked in Cornwall and Devon, and also in Lancashire and Cumberland, where, in the Lake District, there are several large quarries. Salt, obtained principally from brine but also as rock-salt, is an important object of industry in Cheshire, the output from that county and Staffordshire exceeding a million tons annually. In Worcestershire, Durham and Yorkshire salt is also produced from brine.
The total number of persons in any way occupied in connexion with mines and quarries in England and Wales in 1901 was 805,185; the number being found to increase rapidly, as from 528,474 in 1881. Coal-mines alone occupied 643,654, and to development in this direction the total increase is chiefly due. The number of ironstone and other mines decreased in the period noticed from 55,907 to 31,606.
Manufacturing Industries.—There are of course a great number of important industries which have a general distribution throughout the country, being more or less fully developed here or there in accordance with the requirements of each locality. But in specifying the principal industries of any county, it is natural to consider those which have an influence more than local on its prosperity. In England, then, two broad classes of industry may be taken up for primary consideration—the textile and the metal. Long after textile and other industries had been flourishing in the leading states of the continent, in the Netherlands, Flanders and France, England remained, as a whole, an agricultural and pastoral country, content to export her riches in wool, and to import them again, greatly enhanced in value, as clothing. It is not to be understood that there were no manufacturing industries whatever. Rough cloth, for example, was manufactured for home consumption. But from Norman times the introduction of foreign artisans, capable of establishing industries which should produce goods fit for distant sale, occupied the attention of successive rulers. Thus the plantation of Flemish weavers in East Anglia, especially at the towns of Worstead (to which is attributed the derivation of the term worsted) and Norwich, dates from the 12th century. The industry, changing locality, like many others, in sympathy with the changes in modern conditions, has long been practically extinct in this district. Then, when religious persecution drove many of the industrial population of the west of Europe away from the homes of their birth, they liberally repaid English hospitality by establishing their own arts in the country, and teaching them to the inhabitants. Thus religious liberty formed part of the foundation of England’s industrial greatness. Then came the material agent, machinery propelled by steam. The invention of the steam engine, following quickly upon that of the carding machine, the spinning jenny, and other ingenious machinery employed in textile manufactures, gave an extraordinary impulse to their development, and, with them, that of kindred branches of industry. At the basis of all of them was England’s wealth in coal. The vast development of industries in England during the 19th century may be further correlated with certain events in the general history of the time. Insular England was not affected by the disturbing influences of the Napoleonic period in any such degree as was continental Europe. Such conditions carried on the work of British inventors in helping to develop industries so strongly that manufacturers were able to take full advantage of the opportunities offered by the American Civil War (in spite of the temporary disability it entailed upon the cotton industry) and by the Franco-German War. These wars tended to paralyse industries in the countries affected, which were thus forced to English markets to buy manufactured commodities. That England, not possessing the raw material, became the seat of the cotton manufacture, was owing to the ingenuity of her inventors. It was not till the later part of the 18th century, when a series of inventions, unparalleled in the annals of industry, followed each other in quick succession, that the cotton manufacture took real root in the country, gradually eclipsing that of other European nations, although a linen manufacture in Lancashire had acquired some prominence as early as the 16th century. But though the superior excellence of their machinery enabled Englishmen to start in the race of competition, it was the discovery of the new motive power, drawn from coal, which made them win the race. In 1815 the total quantity of raw cotton imported into the United Kingdom was not more than 99 millions of pounds, which amount had increased to 152 millions of pounds in 1820, and rose further to 229 millions in 1825, so that there was considerably more than a doubling of the imports in ten years.