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Chapter 3



As it is the power of exchanging that gives occasion to the division of labour, so the extent of
this division must always be limited by the extent of that power, or, in other words, by the
extent of the market. When the market is very small, no person can have any encouragement
to dedicate himself entirely to one employment, for want of the power to exchange all that
surplus part of the produce of his own labour, which is over and above his own consumption,
for such parts of the produce of other men's labour as he has occasion for.

There are some sorts of industry, even of the lowest kind, which can be carried on nowhere
but in a great town. A porter, for example, can find employment and subsistence in no other
place. A village is by much too narrow a sphere for him; even an ordinary market-town is
scarce large enough to afford him constant occupation. In the lone houses and very small
villages which are scattered about in so desert a country as the highlands of Scotland, every
farmer must be butcher, baker, and brewer, for his own family. In such situations we can
scarce expect to find even a smith, a carpenter, or a mason, within less than twenty miles of
another of the same trade. The scattered families that live at eight or ten miles distance from
the nearest of them, must learn to perform themselves a great number of little pieces of work,
for which, in more populous countries, they would call in the assistance of those workmen.
Country workmen are almost everywhere obliged to apply themselves to all the different
branches of industry that have so much affinity to one another as to be employed about the
same sort of materials. A country carpenter deals in every sort of work that is made of wood ;
a country smith in every sort of work that is made of iron. The former is not only a carpenter,
but a joiner, a cabinet-maker, and even a carver in wood, as well as a wheel-wright, a
plough-wright, a cart and waggon-maker. The employments of the latter are still more
various. It is impossible there should be such a trade as even that of a nailer in the remote and
inland parts of the highlands of Scotland. Such a workman at the rate of a thousand nails
a-day, and three hundred working days in the year, will make three hundred thousand nails in
the year. But in such a situation it would be impossible to dispose of one thousand, that is, of
one day's work in the year. As by means of water-carriage, a more extensive market is opened
to every sort of industry than what land-carriage alone can afford it, so it is upon the sea-coast,
and along the banks of navigable rivers, that industry of every kind naturally begins to
subdivide and improve itself, and it is frequently not till a long time after that those
improvements extend themselves to the inland parts of the country. A broad-wheeled waggon,
attended by two men, and drawn by eight horses, in about six weeks time, carries and brings
back between London and Edinburgh near four ton weight of goods. In about the same time a
ship navigated by six or eight men, and sailing between the ports of London and Leith,
frequently carries and brings back two hundred ton weight of goods. Six or eight men,
therefore, by the help of water-carriage, can carry and bring back, in the same time, the same
quantity of goods between London and Edinburgh as fifty broad-wheeled waggons, attended
by a hundred men, and drawn by four hundred horses. Upon two hundred tons of goods,
therefore, carried by the cheapest land-carriage from London to Edinburgh, there must be
charged the maintenance of a hundred men for three weeks, and both the maintenance and
what is nearly equal to maintenance the wear and tear of four hundred horses, as well as of
fifty great waggons. Whereas, upon the same quantity of goods carried by water, there is to be
charged only the maintenance of six or eight men, and the wear and tear of a ship of two
hundred tons burthen, together with the value of the superior risk, or the difference of the
insurance between land and water-carriage. Were there no other communication between
those two places, therefore, but by land-carriage, as no goods could be transported from the
one to the other, except such whose price was very considerable in proportion to their weight,
they could carry on but a small part of that commerce which at present subsists between them,
and consequently could give but a small part of that encouragement which they at present
mutually afford to each other's industry. There could be little or no commerce of any kind
between the distant parts of the world. What goods could bear the expense of land-carriage
between London and Calcutta ? Or if there were any so precious as to be able to support this
expense, with what safety could they be transported through the territories of so many
barbarous nations? Those two cities, however, at present carry on a very considerable
commerce with each other, and by mutually affording a market, give a good deal of
encouragement to each other's industry.

Since such, therefore, are the advantages of water-carriage, it is natural that the first
improvements of art and industry should be made where this conveniency opens the whole
world for a market to the produce of every sort of labour, and that they should always be
much later in extending themselves into the inland parts of the country. The inland parts of the
country can for a long time have no other market for the greater part of their goods, but the
country which lies round about them, and separates them from the sea-coast, and the great
navigable rivers. The extent of the market, therefore, must for a long time be in proportion to
the riches and populousness of that country, and consequently their improvement must always
be posterior to the improvement of that country. In our North American colonies, the
plantations have constantly followed either the sea-coast or the banks of the navigable rivers,
and have scarce anywhere extended themselves to any considerable distance from both.

The nations that, according to the best authenticated history, appear to have been first
civilized, were those that dwelt round the coast of the Mediterranean sea. That sea, by far the
greatest inlet that is known in the world, having no tides, nor consequently any waves, except
such as are caused by the wind only, was, by the smoothness of its surface, as well as by the
multitude of its islands, and the proximity of its neighbouring shores, extremely favourable to
the infant navigation of the world; when, from their ignorance of the compass, men were
afraid to quit the view of the coast, and from the imperfection of the art of ship-building, to
abandon themselves to the boisterous waves of the ocean. To pass beyond the pillars of
Hercules, that is, to sail out of the straits of Gibraltar, was, in the ancient world, long
considered as a most wonderful and dangerous exploit of navigation. It was late before even
the Phoenicians and Carthaginians, the most skilful navigators and ship-builders of those old
times, attempted it; and they were, for a long time, the only nations that did attempt it.

Of all the countries on the coast of the Mediterranean sea, Egypt seems to have been the first
in which either agriculture or manufactures were cultivated and improved to any considerable
degree. Upper Egypt extends itself nowhere above a few miles from the Nile; and in Lower
Egypt, that great river breaks itself into many different canals, which, with the assistance of a
little art, seem to have afforded a communication by water-carriage, not only between all the
great towns, but between all the considerable villages, and even to many farm-houses in the
country, nearly in the same manner as the Rhine and the Maese do in Holland at present. The
extent and easiness of this inland navigation was probably one of the principal causes of the
early improvement of Egypt.

The improvements in agriculture and manufactures seem likewise to have been of very great
antiquity in the provinces of Bengal, in the East Indies, and in some of the eastern provinces
of China, though the great extent of this antiquity is not authenticated by any histories of
whose authority we, in this part of the world, are well assured. In Bengal, the Ganges, and
several other great rivers, form a great number of navigable canals, in the same manner as the
Nile does in Egypt. In the eastern provinces of China, too, several great rivers form, by their
different branches, a multitude of canals, and, by communicating with one another, afford an
inland navigation much more extensive than that either of the Nile or the Ganges, or, perhaps,
than both of them put together. It is remarkable, that neither the ancient Egyptians, nor the
Indians, nor the Chinese, encouraged foreign commerce, but seem all to have derived their
great opulence from this inland navigation.

All the inland parts of Africa, and all that part of Asia which lies any considerable way north
of the Euxine and Caspian seas, the ancient Scythia, the modern Tartary and Siberia, seem, in
all ages of the world, to have been in the same barbarous and uncivilized state in which we
find them at present. The sea of Tartary is the frozen ocean, which admits of no navigation ;
and though some of the greatest rivers in the world run through that country, they are at too
great a distance from one another to carry commerce and communication through the greater
part of it. There are in Africa none of those great inlets, such as the Baltic and Adriatic seas in
Europe, the Mediterranean and Euxine seas in both Europe and Asia, and the gulfs of Arabia,
Persia, India, Bengal, and Siam, in Asia, to carry maritime commerce into the interior parts of
that great continent; and the great rivers of Africa are at too great a distance from one another
to give occasion to any considerable inland navigation. The commerce, besides, which any
nation can carry on by means of a river which does not break itself into any great number of
branches or canals, and which runs into another territory before it reaches the sea, can never
be very considerable, because it is always in the power of the nations who possess that other
territory to obstruct the communication between the upper country and the sea. The navigation
of the Danube is of very little use to the different states of Bavaria, Austria. and Hungary, in
comparison of what it would be, if any of them possessed the whole of its course, till it falls
into the Black sea.

Adam Smith

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