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At the end of every two miles, or such like convenient distances,
shall be a cottage erected, with half an acre of ground allowed,
which shall be given gratis, with one shilling per week wages, to
such poor man of the parish as shall be approved, who shall, once at
least every day, view his walk, to open passages for the water to
run into the ditches, to fill up holes or soft places.

Two riders shall be allowed to be always moving the rounds, to view
everything out of repair, and make report to the directors, and to
see that the cottagers do their duty.

(2). For the 140 miles of cross-road a like causeway to be made,
but of different dimensions–the breadth twenty feet, if the ground
will allow it; the ditches four feet broad, three feet deep; the
height in the middle three feet, and on the sides one foot, or two
where it may be needful; to be also crowned with gravel, and one
shilling per week to be allowed to the poor of every parish, the
constables to be bound to find a man to walk on the highway every
division for the same purpose as the cottagers do on the greater
roads.

Posts to be set up at every turning to note whither it goes, for the
direction of strangers, and how many miles distant.

(3). For the 1,000 miles of bye-lanes, only good and sufficient
care to keep them in repair as they are, and to carry the water off
by clearing and cutting the ditches, and laying materials where they
are wanted.

This is what I propose to do to them, and what, if once performed, I
suppose all people would own to be an undertaking both useful and
honourable.

2. The second question I propose to give an account of is, WHAT THE
CHARGE WILL BE, which I account thus.

The work of the great causeway I propose, shall not cost less than
ten shillings per foot (supposing materials to be bought, carriage,
and men’s labour to be all hired), which for sixty-seven miles in
length is no less than the sum of 176,880 pounds; as thus:

Every mile accounted at 1,760 yards, and three feet to the yard, is
5,280 feet, which at ten shillings per foot is 2,640 pounds per
mile, and that, again, multiplied by sixty-seven, makes the sum of
176,880 pounds, into which I include the charge of water-courses,
mills to throw off water where needful, drains, &c.

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For the bye-lanes such as may be slighted need nothing but to be
ditched up; such as are for private use of lands, for carrying off
corn, and driving cattle, are to be looked after by private hands.

But of the last sort, not to be accounted by particulars, in the
small county of Middlesex we cannot allow less in cross-bye-lanes,
from village to village, and from dwelling-houses which stand out of
the way to the roads, than 1,000 miles.

Miles.
Of the high post-road 67
Of cross-roads less public 140
Of bye-lanes and passes 1,000
=====
1,207

These are the roads I mean, and thus divided under their several
denominations.

(1). For the sixty-seven miles of high post-road I propose to throw
up a firm strong causeway well-bottomed, six feet high in the middle
and four feet on the side, faced with brick or stone, and crowned
with gravel, chalk, or stone, as the several counties they are made
through will afford, being forty-four feet in breadth, with ditches
on either side eight feet broad and four feet deep; so the whole
breadth will be sixty feet, if the ground will permit.

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1. What I propose to do to the highways.
2. What the charge will be.
3. How to be raised.
4. What security for performance.
5. What profit to the undertaker.

1. WHAT I PROPOSE TO DO TO THE HIGHWAYS.–I answer first, not
repair them; and yet secondly, not alter them–that is, not alter
the course they run; but perfectly build them as a fabric. And, to
descend to the particulars, it is first necessary to note which are
the roads I mean, and their dimensions.

First, the high post-roads, and they are for the county of Middlesex
as follows:

Miles.
Staines, which is . . . . 15
Colebrook is from Hounslow 5
Uxbridge . . . . . . . . . 15
From London to Bushey, the Old Street-way 10
Barnet, or near it . . . . 9
Waltham Cross, in Ware Road 11
Bow . . . . . . . . . 2
==
67

Besides these, there, are cross-roads, bye-roads, and lanes, which
must also be looked after; and that some of them may be put into
condition, others may be wholly slighted and shut up, or made drift-
ways, bridle-ways, or foot-ways, as may be thought convenient by the
counties.

The cross-roads of most repute are as follows:

Miles.
London Hackney, Old Ford, and Bow 5
Hackney Dalston and Islington 2
Ditto Hornsey, Muswell Hill, to 8
Whetstone
Tottenham The Chase, Southgate, &c., 6
called Green Lanes
Enfield Wash Enfield Town, Whetstone, 10
Totteridge, to Edgworth
From London Hampstead, Hendon, and 8
Edgworth
Edgworth Stanmore, to Pinner, to 8
Uxbridge
London Harrow and Pinner Green 11
Ditto Chelsea, Fulham 4
Brentford Thistleworth, Twittenham,
and Kingston 6
Kingston Staines, Colebrook, and Uxbridge 17
Ditto Chertsey Bridge 5
===
90
Overplus miles 50
===
140

And because there may be many parts of the crossroads which cannot
be accounted in the number abovementioned, or may slip my knowledge
or memory, I allow an overplus of 50 miles, to be added to the 90
miles above, which together make the cross-roads of Middlesex to be
140 miles.

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As thus: suppose the tax on land and tenements for the whole county
of Middlesex does, or should be so ordered as it might, amount to
20,000 pounds per annum more or less, which it now does, and much
more, including the work of the farmers’ teams, which must be
accounted as money, and is equivalent to it, with some allowance to
be rated for the city of London, &c., who do enjoy the benefit, and
make the most use of the said roads, both for carrying of goods and
bringing provisions to the city, and therefore in reason ought to
contribute towards the highways (for it is a most unequal thing that
the road from Highgate to Smithfield Market, by which the whole city
is, in a manner, supplied with live cattle, and the road by those
cattle horribly spoiled, should lie all upon that one parish of
Islington to repair); wherefore I will suppose a rate for the
highways to be gathered through the city of London of 10,000 pounds
per annum more, which may be appointed to be paid by carriers,
drovers, and all such as keep teams, horses, or coaches, and the
like, or many ways, as is most equal and reasonable; the waste lands
in the said county, which by the consent of the parishes, lords of
the manors, and proprietors shall be allowed to the undertakers,
when inclosed and let out, may (the land in Middlesex generally
letting high) amount to 5,000 pounds per annum more. If, then, an
Act of Parliament be procured to settle the tax of 30,000 pounds per
annum for eight years, most of which will be levied in workmen and
not in money, and the waste lands for ever, I dare be bold to offer
that the highways for the whole county of Middlesex should be put
into the following form, and the 5,000 pounds per annum land be
bound to remain as a security to maintain them so, and the county be
never burdened with any further tax for the repair of the highways.

And that I may not propose a matter in general, like begging the
question, without demonstration, I shall enter into the particulars
how it may be performed, and that under these following heads of
articles:

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

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

So many as are wanted, must be had; if a farmer’s team cannot be
spared without prejudice to him so long together, he may spare it at
sundry times, or agree to be assessed, and pay the assessment at
sundry payments; and the bank may make it as easy to them as they
please.

Another method, however, might be found to fix this work at once.
As suppose a bank be settled for the highways of the county of
Middlesex, which as they are, without doubt, the most used of any in
the kingdom, so also they require the more charge, and in some parts
lie in the worst condition of any in the kingdom.

If the Parliament fix the charge of the survey of the highways upon
a bank to be appointed for that purpose for a certain term of years,
the bank undertaking to do the work, or to forfeit the said
settlement.

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

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

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

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

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

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

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

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

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

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

These and other conditions, which on a legal settlement to be made
by wiser heads than mine might be thought on, I do believe would
form a constitution so firm, so fair, and so equally advantageous to
the country, to the poor, and to the public, as has not been put in
practice in these later ages of the world. To discourse of this a
little in general, and to instance in a place perhaps that has not
its fellow in the kingdom–the parish of Islington, in Middlesex.
There lies through this large parish the greatest road in England,
and the most frequented, especially by cattle for Smithfield market;
this great road has so many branches, and lies for so long a way
through the parish, and withal has the inconvenience of a clayey
ground, and no gravel at hand, that, modestly speaking, the parish
is not able to keep it in repair; by which means several cross-roads
in the parish lie wholly unpassable, and carts and horses (and men
too) have been almost buried in holes and sloughs; and the main road
itself has for many years lain in a very ordinary condition, which
occasioned several motions in Parliament to raise a toll at Highgate
for the performance of what it was impossible the parish should do,
and yet was of so absolute necessity to be done. And is it not very
probable the parish of Islington would part with all the waste land
upon their roads, to be eased of the intolerable assessment for
repair of the highway, and answer the poor, who reap but a small
benefit from it, some other way? And yet I am free to affirm that
for a grant of waste and almost useless land, lying open to the
highway (those lands to be improved, as they might easily be),
together with the eight years’ assessment to be provided in workmen,
a noble, magnificent causeway might be erected, with ditches on
either side, deep enough to receive the water, and drains sufficient
to carry it off, which causeway should be four feet high at least,
and from thirty to forty feet broad, to reach from London to Barnet,
paved in the middle, to keep it coped, and so supplied with gravel
and other proper materials as should secure it from decay with small
repairing.

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

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

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

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

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

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

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

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

Another branch of the stock must be hands (for a stock of men is a
stock of money), to which purpose every county, city, town, and
parish shall be rated at a set price, equivalent to eight years’
payment, for the repair of highways, which each county, &c., shall
raise, not by assessment in money, but by pressing of men, horses,
and carriages for the work (the men, horses, &,c., to be employed by
the directors); in which case all corporal punishments–as of
whippings, stocks, pillories, houses of correction, &c.–might be
easily transmitted to a certain number of days’ work on the
highways, and in consideration of this provision of men the country
should for ever after be acquitted of any contribution, either in
money or work, for repair of the highways–building of bridges
excepted.

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

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

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

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

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

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

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