markitect-main/examples/infospace-with-history/artifacts/sources/book-1-chapter-03.md

id, title, book, chapter, artifact_type

id	title	book	chapter	artifact_type
book-1-chapter-03	THAT THE DIVISION OF LABOUR IS LIMITED BY THE EXTENT OF THE MARKET.	1	3	content

CHAPTER III. THAT THE DIVISION OF LABOUR IS LIMITED BY THE EXTENT OF THE MARKET.

  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.