Lakhasly

Transport in the nineteenth century is typically remembered for the arrival of steam-powered locomotives.ddition, a number of provincial stock exchanges were established such as those at Liverpool, Manchester, Leeds, Glasgow and Edinburgh.35During the construction of these railways a new class of labourer was born - the so-called "navigators' or "navvies'. Gourvish estimates that between 1831 and 1870 an average of 60,000 men wereemployed in the building of railways - at its peak the figure was nearly three timeshigher.36Prior to 1914 all British railways were erected via private investors with thegovernment at no stage called in to help raise capital. By contrast, in Europe the stateplayed a dominant role at all stages in the building and planning of a rail network. Since each railway line was built and run by an independent company, throughtrips across the various lines was at first not possible. This changed, however, in 1842when Glyn and George Stephenson set up the Railway Clearing House. The original members represented nine lines running from London to York and Leeds. Thisexpanded to forty-five lines by 1849. By this stage only the Great Western remainedoutside the system. Particularly problematic was standardizing the rail gauge, sincethe Great Western insisted on keeping its wider track and only conformed to themore narrow gauge in the 1870. In addition, a number of provincial stock exchanges were established such as those at Liverpool, Manchester, Leeds, Glasgow and Edinburgh.35During the construction of these railways a new class of labourer was born - the so-called "navigators' or 'navvies'.Since each railway lin was built and run by an independent company, throughtrips across the various lines was at first not possible.Indeed,for one recent commentator, the combination of improvements to roads and the development of waterways and canals was the primary factor that separated Britain from the rest of Europe and was the crucial factor enabling the Industrial Revolution.To begin with, the local nature of turnpike trusts causedroad improvement to be carried out piecemeal and not regularized across the country.However, through lobbying and select committee investigations, something like anational network of roads started to emerge during the 1820s.Gourvish estimates that between 1831 and 1870 an average of 60,000 men wereemployed in the building of railways - at its peak the figure was nearly three timeshigher.36Prior to 1914 all British railways were erected via private investors with thegovernment at no stage called in to help raise capital.Social hierarchy is classification of society of a nation that segregates the residents of a country into certain groups based on various factors out of which the wealth and occupation play a significant role in this segregation.Road transport during the eighteenth century was generally unreliable owing tothe appalling condition of roads and their vulnerability to the notoriously wet Britishweather.Owing to an old Act of 1555 allroad repairs were left to unpaid farmers and local labourers, which meant they generally remained neglected.y the 1830s faith in steam locomotives coupled with an economy that was experiencing good financial conditions helped increase the rate of railway projects.As a result forty-four additional railway acts were passed between 1836 and 1837,with expenditure increasing from GBP1 m in 1834 to GBP9 m in 1839.As a result the vital infrastructure - such as warehouses and loadingequipment - was already situated by roads, outports and especially canals.manufacturers and merchants had already tried to improve the state of roadsduring the eighteenth century with the creation of turnpike trusts.The length of coastlines around the British Isles in relation to its land size makesthem ideally suited to coastal shipping.Engineers such as Telford and McAdam devised new surfaces, foundationsand systems of drainage.During the days of sail its role as a carrier of people was popular,although it tended to be confined to the months between April and October owingto the risk of storms.Indeed, until the arrival of steam-powered vessels it was theweather, along with tides, which in general hampered the use of this mode of transport.The latter marked the height of investment with nearly 7 per cent of national income being drawn in. Indeed, such was the level of in-vestment, it required a restructuring of the British capital market.Particularly problematic was standardizing the rail gauge, sincethe Great Western insisted on keeping its wider track and only conformed to the more narrow gauge in the 1870s.By the nineteenth century a clear structure and network hadalready emerged with much of industry having adapted around particular modes oftransportation.

Transport in the nineteenth century is typically remembered for the arrival of steam-powered locomotives. However, the switch to transporting goods by rail was a muchslower process in comparison with its almost instant success in the movement ofpeople. Perhaps this was partly because of the effective transport system that wasalready in existence. By the nineteenth century a clear structure and network hadalready emerged with much of industry having adapted around particular modes oftransportation. As a result the vital infrastructure - such as warehouses and loadingequipment - was already situated by roads, outports and especially canals. Indeed,for one recent commentator, the combination of improvements to roads and the development of waterways and canals was the primary factor that separated Britain from the rest of Europe and was the crucial factor enabling the Industrial Revolution.
Perhaps the most spectacular development in British transportation during theeighteenth century was the building of the Bridgwater canal under the Acts of 1759and 1760. After this the building and use of canals quickly expanded as their economic potential was realized. Bagwell's estimate of total tonnage carried on canalsby the early 1840s is between 30 m and 35 m tons. The movement of coal was a particularly popular commodity on canals with, for example, 270,753 tons out of atotal 584,950 tons of coal used in Liverpool transported this way by 1833.
By themid-nineteenth century 25,000 barges were being used, with 50,000 or more personsat any one time living on board.
Road transport during the eighteenth century was generally unreliable owing tothe appalling condition of roads and their vulnerability to the notoriously wet
Britishweather. Road maintenance was a major difficulty. Owing to an old Act of 1555 allroad repairs were left to unpaid farmers and local labourers, which meant they generally remained neglected. As long as inter-regional commerce was small the problemwas bearable. However, as the trading importance of these roads grew it became clearthat something had to be done to improve the situation. This state of affairs finallycame to an end in the early 1830s, when it became the duty of parishes to levy a highway rate to finance the necessary labour for repairs. manufacturers and merchants had already tried to improve the state of roadsduring the eighteenth century with the creation of turnpike trusts. These schemes had rapidly increased in the second half of the century and especially during the nine-teenth century. By the 1830s there were approximately 22,000 miles of turnpikeroads and 104,770 miles of parish highways throughout England and Wales. It wasthe creation of these roads that triggered new and superior approaches to road-building. Engineers such as Telford and McAdam devised new surfaces, foundationsand systems of drainage. To begin with, the local nature of turnpike trusts causedroad improvement to be carried out piecemeal and not regularized across the country.However, through lobbying and select committee investigations, something like anational network of roads started to emerge during the 1820s. By the 1830s thejourney times between the main cities had been reduced by four-fifths when com-pared with times taken in the 1750s. Particularly impressive were the huge increasesin stagecoach services and the number of passengers riding per coach. By this pointthe main competition for passenger travel came from steam-
1-
powered packet vessels, particularly those operating along the east coast. Both forms of customer transport,however, were eclipsed in the following two decades by the development of railways. The increase in the carriage of goods by road was not so dramatic, although it didexpand significantly between 1790 and 1830.
The length of coastlines around the British Isles in relation to its land size makesthem ideally suited to
coastal shipping. Where this mode of transport could be usedthere were great savings to be made. Its dominant cargo during the eighteenthcentury was coal followed by corn. It was ideal for goods with a low value in relation to their bulk. During the days of sail its role as a carrier of people was popular,although it tended to be confined to the months between April and October owingto the risk of storms. Indeed, until the arrival of steam-powered vessels it was theweather, along with tides, which in general hampered the use of this mode of transport. Wooden railways were established in the early seventeenth century in an attemptto move coal over land during the wet winter months. It was not until the con-struction of iron rails in the late eighteenth and early nineteenth century that thesebecame more durable and popular. However, the development of steam-powered, asopposed to horse-pulled railways, was a slower process. By 1823 there were onlytwenty-eight steam engines in existence, and most of them were not much betterthan horse traction.
All this was to change with the opening of the Liverpool andManchester railway in 1830. It was the first line to be operated entirely by steamlocomotive power and at a much faster speed. Stephenson's
'Rocket' during the Rain-hill Trials managed to reach a rate of 30 mph. The railway was operated by onecompany and was responsible for all the arrangements for both passengers and goods.
y the 1830s faith in steam locomotives coupled with an economy that was experiencing good financial conditions helped increase the rate of railway projects.As a result forty-four additional railway acts
were
passed between 1836 and 1837,with expenditure increasing from £1 m in 1834 to £9 m in 1839. This representedthe first railway boom. This was soon followed by an even greater railway maniabetween 1844 and 1847. The latter marked the
height of investment with nearly 7 per cent of national income being drawn in. Indeed, such was the level of in-vestment, it required a restructuring of the British capital market. The London Stock Exchange both greatly expanded and moved towards company securities.
ddition, a number of provincial stock exchanges were established such as those at Liverpool, Manchester, Leeds, Glasgow and Edinburgh.35During the construction of these railways a new class of labourer was born - the so-called "navigators' or
"navvies'. Gourvish estimates that between 1831 and 1870 an average of 60,000 men wereemployed in the building of railways - at its peak the figure was nearly three timeshigher.36Prior to 1914 all British railways were erected via private investors with thegovernment at no stage called in to help raise capital. By contrast, in Europe the stateplayed a dominant role at all stages in the building and
planning of a rail network. Since each railway line was built and run by an independent company, throughtrips across the various lines was at first not possible. This changed, however, in 1842when Glyn and George Stephenson set up the Railway Clearing House. The original members represented nine lines running from London to York and Leeds.
Thisexpanded to forty-five lines by 1849. By this stage only the Great Western remainedoutside the system. Particularly problematic was standardizing the rail gauge, sincethe Great Western insisted on keeping its wider track and only conformed to themore narrow gauge in the 1870. In addition, a number of provincial stock exchanges were established such as those at Liverpool, Manchester, Leeds, Glasgow and Edinburgh.35During the construction of these railways a new class of labourer was born - the so-called "navigators' or
'navvies'. Gourvish estimates that between 1831 and 1870 an average of 60,000 men wereemployed in the building of railways - at its peak the figure was nearly three timeshigher.36Prior to 1914 all British railways were erected via private investors with thegovernment at no stage called in to help raise capital. By contrast, in Europe the stateplayed a dominant role at all stages in the building and planning of a rail network. Since each railway lin was built and run by an independent company, throughtrips across the various lines was at first not possible. This changed, however, in 1842when Glyn and George Stephenson set up the Railway Clearing House. The origin-al members represented nine lines running from London to York and Leeds.
Thisexpanded to forty-five lines by 1849. By this stage only the Great Western remainedoutside the system. Particularly problematic was standardizing the rail gauge, sincethe Great Western insisted on keeping its wider track and only conformed to the more narrow gauge in the 1870s. Social hierarchy is classification of society of a nation that segregates the residents of a country into certain groups based on various factors out of which the wealth and occupation play a significant role in this segregation.
A huge number of people are normally accrued in a society but all those people do not have the same job for their living or same status in the society. So there are mixtures of factors, depending on which the basic social structure of a society is divided into different classes in diverse ways.
These factors incorporate division on the basis of power, education, economic status, prestige etc. The same was the thing with the 19th century England social hierarchy. The 19th century England was divided in several classes and those classes were further sub-divided accordingly. The 19th century England social hierarchy is described below in a descending order pattern describing all the classes in brief.
Aristocrats