The First Industrial Society;
By
David Spring and Eileen Spring
Macmillan Publishing Co., Inc
New York, 1975
A NEW SOCIETY 3
CHAPTER 1) THE CRYSTAL PALACE EXHIBITION 4
The Origins of the
Crystal Palace
The Significance of the
Exhibition
CHAPTER 2) THE COMING OF THE RAILWAY 7
The First Railways
The Great Engineers: George and Robert Stephenson
1850: A National Railway Network Economic and Social Consequences of Railways
CHAPTER 3) URBAN SOCIETY 13
Manchester Cotton
The World of the
Manchester Working Class ` The
World of the Manchester Elite
CHAPTER 4)
URBAN POLITICS 45
Manchester Politics
Chartism
The Anti-Corn Law League
CHAPTER 5) RURAL ENGLAND IN THE INDUSTRIAL AGE 63
The Estate System
Decline of the Landed Society
CHAPTER 6) THE CRYSTAL PALACE REVISITED 79
The Blessings of Industrialism
The Problems of Industrialism
Glossary
84
About 1850 England became the first industrial
nation in history. By that year the
greater part of England's wealth came from the production of manufactured and
nonagricultural goods. At least half of
the English people lived in towns and cities where these goods could be
produced on a large scale. Not since
the Neolithic Revolution thousands of years ago, when prehistoric people first
learned how to farm the land, had the human race worked so vast a change in its
way of life.
We tend today to take industrialism
for granted. Few in America know any
other way of life. What we take for granted we fail to think about very
much. When we do think about
industrialism, we tend to think of machinery.
Industrialism has meant much more than this. It has meant a far-reaching revolution in human affairs. What this book sets out to do is to look
closely at the birth of industrialism.
It will describe how this altered the life of England. England, a small
island nation in the North Sea, exported this revolution in human affairs to
the rest of the world. What began as an
English revolution was to spread and become a world revolution.
We tend to use the word revolution
all too casually. We speak of
revolutions in clothing, revolutions in automobile design, and so on. The revolution that brought industrialism to
England was far more important than these kinds of revolution. It touched the daily life of all people,
rich and poor. It uprooted many of them
from their accustomed places, and set them down in strange and often
uncomfortable places. It changed ways
of thinking. It brought great
pain. It brought exhilaration. The English people, and then the rest of the
world, would never again be the same.
We may sense the far-reaching effect
of industrialism by considering at the outset the basic matter of
population. Industrialism made
population grow as it never had before at any time in history. Before the coming of industrialism, very
many children died before they ever grew up. Throughout history the life of
women had tended to be a round of bearing and then burying children. It is estimated that of 1,000 children born,
200 to 500 died within a year. Many of
the rest died before the age of 7.
Probably most children never lived to adult-hood. Population therefore grew very slowly. A thousand years at least, and often more,
passed before a population doubled in size.
Industrialism provided the means of
feeding and caring for numbers of children who earlier would have died. Population thus boomed. There followed an immense growth of cities. People everywhere have since come to live
their lives amid ever-increasing crowds.
The English censuses show how great
was the growth of population. The first
English census was taken in 1801. It
showed a population of nearly nine million.
Many people already found the number unbelievable. But this was only the beginning. Each decade after 1801 brought a new
census. Each of them showed astonishing
growth. By 1851 the population of
England was nearly 18 million. Thus in
a span of 50 years the population had doubled.
What had previously happened only in thousands of years had happened in
a mere 50.
If industrialism made machines in
abundance it thus also made people in abundance. The huge increase of people and machines was like an explosion-of
a new society, a new way of life, a new social experience.
This explosive new society is the
subject of this book. Of course, the
book will have something to say about inventions. Mainly, however, it will tell of the social meaning of the
Industrial Revolution. It will focus on
how the English people experienced their new society.
Chapter 1 looks at the Crystal
Palace Exhibition of 1851. This great
display of industrial products was a joyful national celebration of industrial
coming-of-age. It shows what the
English people felt about their have new way of life. Chapter 2 describes the beginning of the railway. It shows how this first mechanical means of
transport deeply influenced daily life.
Chapter 3 shows what it meant for all kinds of English people to live in
the new industrial cities. It shows in
particular what it meant to live in Manchester, which was the leading such
city. Chapter 4 shows how the new cities
changed English political life. Chapter
5 examines rural England. It shows how industrialism led to the decline of the
old society. That old society had until
then been both the chief and the ruling part of England.
The first five chapters are
descriptive. They tell the story of the
coming of industrialism to England. Chapter 6 is different. It is analytical. It reflects upon the meaning of industrialism. In Chapter 6 we revisit, as it were, the
Crystal Palace. We look at it in the
light of later history. We will see
that industrialism did indeed bring many benefits to the human race as the
English people in 1851 believed it would.
We will also see, however, that it brought great problems. Some of these were becoming clear by
1851. Others are only now obvious. We are, in a sense, still involved in the
Industrial Revolution.
CHAPTER
1 THE CRYSTAL PALACE EXHIBITION
The
Crystal Palace Exhibition was a huge show.
It was meant to demonstrate England's amazing industrial growth in the
first half of the 19th century. It displayed
mostly manufactured goods and machinery, but it also included raw materials and
art objects. The exhibition was housed
in a beautiful, boldly designed building made of glass and iron. This was erected in Hyde Park in the center
of London. The exhibition was opened on
May 1, 1851, by Queen Victoria and her husband, Prince Albert. They were surrounded by vast crowds of their
excited subjects. The exhibition closed in October, a great success. Over six million people visited it. Over
90,000 had been there at one time.
Nothing indicates r so well as this great exhibition what England felt
about I its new way of life.
Industrial exhibitions were not a new thing in 1851. One had been held in London in 1845;
another, in 1847. Since the start of the 19th century the French had been
holding such exhibitions. But the
Crystal Palace outdid all its predecessors.
It did so in both size and purpose. It was meant to exhibit the
industrial products not only of England but also of the entire world. It thus demonstrated the rise of an
industrial world order. And it further
demonstrated England's unequalled position in that order.
The intent of the exhibition
explains its arrangement. The displays
started outside the building. Here visitors passed great raw blocks of coal and
stone. The largest of these was a
24-ton block of coal. Inside the
building visitors found the displays evenly divided between England and the
rest of the world. The eastern half of
the Crystal Palace was given over to foreign exhibits; the western half, to
English.
If they entered by the western door,
the visitors' gaze fell first on the largest sheet of plate glass ever
made. Then they came to a model of the
Liverpool docks, highly realistic with 1,600 model ships. Further on, they saw displays of raw
materials. These included such things
as fuller's earth from Surrey and copper and tin from Cornwall. Then they came to displays of the varied
products of English spindles and looms.
Among these were cotton, wool, and silk cloth, fishing lines, carpets,
stockings, bonnets, and hats. Further
on, visitors were impressed by models of large or ingenious works designed in
England. Lighthouses, a suspension
bridge being built at Kiev in Russia, and a collapsible piano for a yacht were
among them. All these things filled the
visitors with pride.
Best of all was the machinery
department. Here visitors moved with
ever-growing admiration among wonderful mechanical things. They saw full-scale locomotives, railway
signaling equipment, and giant turntables capable of turning a locomotive
around. They saw engines of every sort from hydraulic presses to derrick
cranes. All these articles proved England’s industrial superiority.
Visitors might, however, enter the
Crystal Palace by the eastern door.
Then they came to the products of the non-English world. A piece of
American sculpture, "The Greek Slave," was one of the most popular
exhibits in the Crystal Palace. French
luxury products - tapestries, jewelry, and china- impressed visitors with the
beauty of French handicrafts. An
American display of rubber products showed them that cleverness was not only an
English trait. Still, visitors came away from these foreign exhibits unshaken
in their belief. English leadership was
unchallenged in the thing that mattered. The creation of steam-driven machinery
was, after all, an English accomplishment.
THE
ORIGINS OF THE CRYSTAL PALACE
Three people were chiefly
responsible for the Crystal Palace Exhibition.
They were Prince Albert, Henry Cole, and Joseph Paxton. These men represented the main levels of
English society -the aristocracy, the middle classes, and the working
class. Representing all levels of
society as they did, they gave to the exhibition the character of a national
achievement.
German by origin, Prince Albert had
come to England in 1839. He was to
marry his cousin Victoria. Since she
was a queen and he was a mere prince, it was Victoria who proposed marriage to
Albert. As husband, he remained her
inferior in rank. Since the work of the
monarchy fell upon Victoria, Prince Albert might have lived an idle life.
However, Albert hated idleness. He was
a serious, cultivated man who sought to make himself useful. He was deeply interested in science and
technology. These were interests that
English royal circles had not known for a lung time. Albert preferred the
company of scientists and engineers -professional men -to that of aristocrats.
He became the active patron of many scientific and business societies. He liked nothing better than serving on
committees and drawing up reports.
Henry Cole was a leading civil
servant, that is, a government official.
At the time, the English civil service was growing in size and
importance. Like Prince Albert, Cole
was good at running things. When the
Houses of Parliament burned down in 1834, it was Cole who saved the public
records. He then created a special
building for them, called the Public Record Office. He also helped to reorganize the Post Office. Cole was a man of
many talents and had interests outside his work. He was a painter and a music critic. He knew many of the leading thinkers of the day. He was also the editor
of an art journal that sought to encourage better design in industrial products. Design was perhaps Cole's most passion- ate
interest.
Joseph Paxton began life as a
gardener's boy. His background was much
more humble than that of the royal Albert or of the middle-class Henry
Cole. It was Paxton's good fortune,
however, to be noticed by the sixth Duke of Devonshire. The duke, recognizing Paxton's abilities,
hired him at the age of 23 to become head gardener at Chatsworth. Here, on the duke's great country estate,
Paxton made the gardens one of the wonders of Europe. He created a beautiful rock garden. He constructed a huge fountain to celebrate the visit of the
Russian emperor. He built a model
village for the duke's laborers. He
designed a great glass flower house through which a coach could be driven. Like Henry Cole, Paxton had many
talents. In the course of time the
gardener's boy became a manager of large enterprises, a Member of Parliament,
and an architect.
At the hands of these three men the
Crystal Palace took shape. Prince
Albert and Henry Cole were both members of the Society of Arts. They were responsible, in 1847, for the
society's first exhibition of art in industrial products. By 1849 they were working on the idea of a
great exhibition of English industry. They hoped it would be the first of a
series. In that year, Cole attended the
Paris Exposition. He came back with,
the idea that the English exhibition should be universal. He wanted to display the world's industrial
products, not just England's. Prince
Albert readily agreed with the idea. He
had a royal commission-that is, a committee of leading public figures and
experts-appointed by the government to promote the exhibition. He found a site for it in Hyde Park. Paxton's contribution was to provide the
building for it. The royal commission had
had trouble agreeing on the design of the building. Paxton promised Henry Cole that he would design a building in
nine days. He lived up to his promise. He used one of the great glass houses, which
he had built in the Duke of Devonshire's gardens for his model.
The story is told that after days
and nights of constant labor, Paxton caught a train to London carrying with him
the enormous rolls of the Crystal Palace plans. On the train he met another member of the royal commission,
Robert Stephenson. Stephenson was the
noted railway engineer and son of the even greater engineer, George
Stephenson. Paxton's promise to Henry
Cole was unknown to Stephenson.
Stephenson was therefore curious when Paxton told him what was in his
bulky rolls. These were opened in the
railway carriage for Stephenson to have a look. Stephenson smoked a cigar in silence. He stared with surprise at Paxton's unconventional design. Then surprise turned to delight. It was "the very thing" that was
wanted, he declared. His influence on the commission no doubt helped to have
Paxton's design adopted.
The construction of the Crystal
Palace itself showed the power and resources of the new industrial
England. The building needed great
quantities of glass. Something like
900,000 square feet (about 84,000 square meters) were needed in larger panes
than had ever been made before. It also
needed 3,300 iron columns, 2,224 beams, and 205 miles (about 330 kilometers) of
window frames. These materials were
quickly provided. Paxton had already taught a glassmaking firm in Birmingham to
supply him with large panes for his glass houses at Chatsworth. The first use of prefabrication in building
also helped to speed things along.
Every beam, every column, and every pane of glass was of a standard
size. There was thus rapid production
and rapid construction. Three columns
and two beams- were set in place in 16 minutes- dramatic proof of the potential
of mass production. Special trolleys
helped lay on paint and set the glass panes in place. The whole building was finished in about six months. Two thousand workers had labored on it.
Some people feared that the great exhibition would prove a mistake. One critic was an eccentric land- owner and Member of Parliament, Colonel Sibthorp. He predicted that an exhibition displaying the industry of all nations would flood England with cheap foreign goods. He also believed it would encourage foreign criminals and assassins to come to England. As it happened, foreign goods could not compete with English goods. Also, the exhibition was remarkably free of crime. The colonel predicted, too, that the glass building would be prey to strong winds, hailstones, and the burning rays of the sun. He was wrong again. The Crystal Palace stood firm; neither wind, hail, nor sun could damage it.
THE
SIGNIFICANCE OF THE EXHIBITION
In fact, there were" no
disasters of any sort. A feeling of
joy, excitement, and wonder prevailed.
The very name of the exhibition conveyed this mood. The Crystal Palace touched the imagination
of everyone. English men and women of
all classes from the queen down to her most humble subjects were filled with
pride. The queen, for example, wrote in
her diary after visiting the exhibition:
It
was such a time of pleasure, of pride, of satisfaction, and of deep
thankfulness, it is the triumph of peace and good will towards all, of art, of
commerce-of my beloved husband, and of triumph for my country.
After
another visit she wrote:
Went
to the machinery part, where we remained two hours, and which is excessively
interesting and instructive, and fills one with admiration for the greatness of
man's mind, which can devise and carry out such wonderful inventions,
contributing to the welfare and comfort of the whole world. What used to be done by hand and used to
take months doing is now accomplished in a few instants by the most beautiful
machinery.
The
queen's subjects echoed her, Earl
Fitzwilliam, the great Yorkshire landowner, wrote in his diary on June 1, 1851:
I
have been there every day on which it is open except two since I came to town
on the 3rd [of May]. It is a wonderful
collection of things useful and ornamental- a great homage to the industrial,
manufacturing and commercial supremacy of England. Its natural effect must be to open the eyes of all mankind to the
wonderful material resources with which all the regions of the Earth are
endowed.
The
historian, Thomas Babington Macaulay, wrote in his diary:
I made
my way into the building; a most gorgeous sight; vast; graceful; beyond the
dreams of the Arabian romances. I
cannot think that the Caesars ever exhibited a more splendid spectacle. I was quite dazzled, and I felt as I did on
entering St. Peter's [Church in Rome].
Finally, a young
apprentice printer W. E. Adams, wrote many years later of his first visit to
London:
It was the
year of the Great Exhibition. The
memory of that marvelous creation surpassed in size, but such eclipsed in grace
or interest, by any effort that has succeeded it-remains as a dream of
fairyland. Nothing I have ever seen has
impressed me as it did.
Such enthusiasm may
sound odd in the latter decades of the 20th century. We claim our own technological triumphs, of course. But we are not so sure manned flights to the
moon, for example, will bring only good to the human race. Since the atom bomb, technological progress
has been touched by a sense of alarm.
It thus requires an effort of the imagination to appreciate England’s
cries of delight. People were
celebrating the very real triumphs of industrialism. The coming of the machine had meant more comfort and more real
wealth. It had meant, for example,
better clothing and faster travel.
People saw no end to the promise of industrialism. In their optimism, they felt they were
beginning a happy series of triumphs over the forces of nature.
CHAPTER
2 THE COMING OF THE RAILWAY
The coming of the railway accounts for much of
the industrial surge which the Crystal Palace celebrated. The railway obviously meant a revolution in
transport. It also stimulated other
parts of the economy. It even fostered
social change. The railway is thus a
key factor in 19th century England.
The railway was the child of the
English coalfields. It was especially
the child of the northern coalfield, the most productive in England during the
first half of the 19th century.
The northern coalfield was located close to the river Tyne. From the river’s deep and sheltered mouth,
ships had carried coal to the great London market in the south since the Middle
Ages.
Despite
the ease of transport by sea, the northern coalfield had a transport
problem. It was a problem of transport
on land, not on water. The coal pits were
found in small mining villages. These
were scattered up to ten miles from the riverbank. As coal mining spread, it stretched southward beyond the banks of
the Tyne to the banks of the Wear.
Later it stretched still further southward to the banks of the river
Tees. Each of these rivers provided
excellent transport. But the difficulty
remained of how to get the coal to the rivers from the mines. This problem had challenged the
inventiveness of people for centuries.
By 1800 a network of small, primitive railways attached to the mines
existed on both sides of the rivers Tyne and Wear.
These early railways
looked very unlike the railways of today.
Their rails were made of wood.
Wagons equipped with flanges on their wheels to keep them on the rails were
pulled along these railways by horses.
In 1804 the first
locomotive was invented by a mining engineer from Cornwall, Richard Trevithick.
Stationary steam engines had been known for some time. In mines they pumped out
water and, by means of ropes and windlasses, hauled coal short distances. Trevithick constructed a steam engine that
moved itself along a track. In February 1804, Trevithick's locomotive hauled
ten tons of iron ore over 91/2 miles of track (about 16 kilometers) in south
Wales. But there remained many problems
with Trevithick's locomotive. One author has described how it
clanked along at walking
pace or less, making a great noise…(and) enveloped in clouds of steam escaping
from places which should have been steam-tight.
Nevertheless Trevithick
had done that most important of things -shown that the locomotive was possible.
Two decades of
improvements were needed before modern railways would appear. The locomotive needed to be made tight and
sturdy in all its parts. Only if it
were both these things could it make good use of the power of the steam. Another great technical difficulty lay in
finding a track strong enough to carry a locomotive. If a locomotive were not heavy, its wheels simply spun around
without grasping hold of the track. First, the wooden rails of the primitive
railways were covered with sheets of iron.
Later the rails were made entirely of cast iron. Yet in both cases the rails tended to break
under the weight of the locomotive.
Between 1800 and 1830
the people at work in the mining fields of northeast England and south Wales
were plagued by these problems. Perhaps
the most important breakthrough came in 1820 with the making of a durable
track. John Birkinshaw, working near
Newcastle, invented. a method of rolling wrought-iron rails. These wrought-iron
rails were less brittle than cast-iron ones.
Thus they were more resistant to heavy weights and high speeds.
The
first modern railways were built during the 1820's. We should note that the men who promoted them were not from the
traditional governing class. They were
not landowners and members of the aristocracy. They were mostly from the middle
classes. Some of them were mining and
civil engineers, like George Stephenson and his son, Robert. Others were Quaker bankers like Edward Pease
of Darlington. Still others were
merchants like Joseph Sandars of Liverpool.
The previous transport revolution, the canal building of
the 18th century , had been the work of the landowners. Their failure to repeat this role in the beginning of the railway revolution is significant. It highlights the fact that new forces were beginning to appear in English society.
THE STOCKTON AND
DARLINGTON RAILWAY
The first of the modern
railways was the Stockton and Darlington, which opened in 1825. The second was
the Liverpool and Manchester, which opened in 1830. These two railways ushered
in the railway age.
The main purpose of the
Stockton and Darlington was to join those two towns to a coalfield lying near
the river Wear. The banker Edward Pease had been trying to promote such a line
since 1810. For a long time he was put
off by two difficulties. First, he had
trouble finding an able engineer. Second, he faced a problem in getting all the
land he needed for the line. Not all the landowners along it wanted to sell to
the railway. Indeed, many of them did
not want their estates cut up by a smoking, noisy railway. Only Parliament could force the landowners to
sell. All long railways in England thus
had to begin with an act of Parliament.
Since Parliament was controlled by landowners, this meant long and
difficult negotiations. It also meant
that the railways had to pay hostile landowners unusually well for their
land. Nevertheless, in 1821 Pease
managed to get the necessary act of Parliament. About the same time he also found his able engineer, George
Stephenson. We shall have more to say
of Stephenson later.
The
Stockton and Darlington was modern in its use of the new wrought-iron rails and
of improved locomotives. In operation, however,
it remained somewhat old-fashioned. The
locomotives were kept to the level parts of the line. In steep places stationary engines and cables took over. The transport of coal was still the
railway's chief function. Last, the
Stockton and Darlington did not provide all the engines and carriages on its
line. It also allowed companies who
supplied their own engines and carriages to use the line, much as if the line
were a sort of toll road.
THE LIVERPOOL AND
MANCHESTER RAILWAY
The Liverpool and Manchester,
unlike the Stockton and Darlington, was a general-purpose railway. What gave it birth was not the need of a
coalfield. Rather, it served the
general transport needs of south Lancashire, the center of cotton
manufacture. In the 1820's the fast-growing
port of Liverpool and the fast-growing manufacturing city of Manchester lacked
a cheap, safe, and fast system of transport.
Roads and canals simply failed to fill the transport demand.
Like its forerunner, the
Liverpool and Manchester had problems.
There was parliamentary opposition, inspired by landowners and also by
canal owners who feared competition. In
addition, some of the railway directors were still uncertain about the
efficiency of locomotives. They had to
be persuaded by one of George
Stephenson's
locomotives, the famous Rocket, that locomotives were better than
stationary engines. There were also new
engineering difficulties. For example,
the crossing of Chat Moss, a great bog, was only overcome by the stubborn
efforts of George Stephenson. Hundreds
of tons of earth were deposited in Chat Moss, enough to carry a sort of wooden
raft upon which the railway was built.
The Liverpool and
Manchester was opened to traffic in September 1830. It was a gala occasion, and crowds of people proudly gathered in
both cities. Liverpool had invited the
prime minister-the famous soldier, the Duke of Wellington-to preside at the
opening. The day turned out to be marked
by tragedy as much as by rejoicing. An
important political leader met his death. He was William Huskisson, Member of
Parliament for Liverpool and a former member of the cabinet. In front of a great crowd he was struck and
killed by Stephenson's Rocket.
Perhaps
we in a later age may see more significance in Huskisson's death than could be
seen at the time. Huskisson was the
first victim of mechanical transport.
Mechanical transport now kills over 50,000 Americans alone each year. Mechanical transport thus has not been
without great cost. The mixture of
rejoicing and tragedy at the opening of the Liverpool and Manchester was
perhaps appropriate.
Thus
the railway age had begun. The
Liverpool and Manchester was modern in all its essentials. It operated exclusively by locomotive. It carried both passengers and all sorts of goods. It joined two large cities in the most
dynamic region of England, indeed of the world.
The name of Stephenson
stands out in the history of English railways and thus in the social and
economic history of 19th-century England.
The Stephensons belonged to a new kind of profession, engineering. Engineering, along with many other
professions, was promoted by the Industrial Revolution. In pre-industrial
England, the professions were
limited. They included only medicine,
the law, the church, and the fighting services. The members of these professions were usually recruited from the
upper classes. In the case of the learned
professions, their members entered by way of the exclusive universities of Oxford
and Cambridge. With the Industrial
Revolution came a great demand for people in other fields, for example,
engineering, architecture, surveying, and chemistry. These professions differed from the older professions not only in
their subject matter but also in their mode of education. Members of these professions were trained
while acting as apprentices to skilled older men. They were also usually drawn from groups in English life that had
been unable to enter the professions in the past. They were drawn from groups below the level of the governing
class. The Industrial Revolution thus
provided new ways of rising in society.
The story of the Stephensons, father and son, tells something of this
development.
GEORGE
STEPHENSON
George Stephenson began
life with few advantages. He was born in 1781 in the village of Wylam on the
north bank of the Tyne. He was the son
of a working man who fired the boilers of a steam engine that pumped water out
of a coal mine. Neither his father's
wage nor his inclination was such as to provide the boy with a formal
education. George Stephenson thus began
his working life as a small boy who could not read or write, doing odd jobs
about the mine. He moved with his
father from one Tyneside mine to another.
At the age of 17 he became a fireman like his father. Ordinarily he would have remained a fireman
for the rest of his life.
George Stephenson, however, proved to be
a young man of highly unusual talents.
He had dogged persistence and intense curiosity. At the age of 18 he began to school himself
at night in reading, writing, and arithmetic.
His work with engines drove him to wonder about mechanical theory. He was a born tinker, and he began to
conduct experiments. Inevitably he
applied his natural cleverness to the problems of mining and transporting
coal. By the age of 30 he had acquired
a reputation at Tyneside as an expert on steam-driven mining machinery. This reputation was heightened five years
later when he invented a miner's safety lamp.
(This invention bears the name of Sir Humphrey Day. Coincidentally, both men invented it at the
same time.)
George
Stephenson is sometimes known as the inventor of the railway locomotive. This title rightly belongs, .as we have
seen, to Richard Trevithick.
Trevithick, however, had not solved all the problems of the
locomotive. Much remained to be
done. It was George Stephenson who managed
to do a great deal of it. He invented
springs to help adjust the weight of the locomotive to the track. He invented a boiler with many separate
tubes that could produce increased steam pressure and thus increased
power. He also invented a better wheel,
and he saw at once the importance of Birkinshaw's wrought-iron rail. Finally, he set up the first factory for the
manufacture of locomotives. These
achievements, if taken singly, are not overwhelming. If taken together, they indicate what is Stephenson's real claim
to fame. He saw the meaning of the
locomotives. He saw that it promised a
new, fast general system of transport. He was much more than an inventor of
technical devices. He was a man who had a great dream of a revolutionary system
of transport.
His
son, Robert, shared this dream. In
becoming his father's partner he did much to bring it to reality. Robert was
born in 1803. As one might expect, he
quickly was given the benefits of the formal education that his father had
missed. As soon as he could toddle he
was sent to the local village school.
When he was 12 he moved on to a private school in Newcastle, where he
remained until he was 16. Then he was
apprenticed to one of the leading mining engineers in the north of
England. For six months in 1822-23 he
attended the University of Edinburgh.
There he obtained a sound theoretical knowledge. This, joined with his father's practical
experience, helps explain why the Stephensons became so powerful a team.
George Stephenson, as we
have seen, was chosen by Edward Pease as chief engineer of the Stockton and
Darlington Railway. One of his first
tasks was to survey the proposed line.
He hired three assistants, one of them his 18-year-old son Robert. At the time Robert was serving his
apprenticeship in the mine where both his father and grandfather had worked
before him. This experience as surveyor
started Robert Stephenson on his way to fame as a civil engineer. George Stephenson, for his part, kept a
close eye on the world of locomotive invention. In 1823 he set up a locomotive factory in Newcastle. He named his son manager. The new firm, Robert Stephenson and Company,
produced the locomotives for the Stockton and Darlington.
Perhaps
the most important undertaking of the Stephensons was the Liverpool and
Manchester. It also led to their most dramatic moment. In 1829 they managed to
convince those directors of the Liverpool and Manchester who had continued to
doubt that loco- motives were superior to stationary engines. Early in the year the directors decided to
offer a large prize for the best locomotive.
In October, tests were publicly held on the line. The object of these tests was to determine
whether a 6-ton (about 5 metric tons) locomotive could haul 20 tons (about 18
metric tons) at 10 miles (about 16 kilometers) an hour without a breakdown. The Stephensons entered their Rocket. It was equipped with their new type of
boiler. The Rocket won the prize
easily. It was the only engine not to
break down. And, on its last lap, it
amazed the onlookers with a burst of speed of 29 miles (about 50 kilometers) an
hour. The Liverpool and Manchester directors
were convinced. From that point on, the usefulness of locomotives was
recognized universally.
Father
and son continued as partners throughout their lives. However, each took responsibility for particular works in later
years. After 1830, their careers are best described separately.
After
the building of the Liverpool and Manchester, George Stephenson entered upon
the busiest time of his life. During
the 1830's he engineered at least a half dozen English railways. In the single year 1836, it is estimated
that he contracted to build 214 miles (about 345 kilometers) of line. This was a substantial distance in a small
country.
When George Stephenson
retired in 1843, he had come very far from his humble origins. In Victorian England those who had become
rich in business hoped to become landowners and join the aristocracy. George Stephenson was no exception. He died at Tapton House, not far from the
Duke of Devonshire's great house at Chatsworth. Here he competed with his great neighbor in growing tropical
fruit and in experimenting with manures and in cattle breeding. But he had not for- gotten his mining
origins. At the end of his life, his
still- vigorous mind thought up a bold scheme to produce gas from coal and pipe
it to London.
ROBERT
STEPHENSON
As for George
Stephenson, in 1831 be became chief engineer to the London and Birmingham
Railway. The time until its opening in
1838. The job was a demanding one. The London and Birmingham was much vaster in
scale than the Liverpool and Manchester.
It also involved building a long and particularly difficult tunnel. Its successful completion gained for Robert
Stephenson a reputation round the world.
In the 1840's he became a consultant to railways then beginning in
Europe. He also sold them Stephenson
locomotives. In England, and in places
as far away as Montreal, Robert Stephenson built great railway bridges. He emerged as a great civil engineer. He seized upon and solved structural
problems never encountered before.
Public recognition followed. He
became a Member of Parliament, a Fellow of the Royal Society, and president of
the Institution of Civil Engineers.
Unlike his father, he did not become a landowner. Instead, he took up residence in
London. He was more sophisticated than
his father and preferred the city to the country. The father was buried simply in a country churchyard; the son,
with pomp and circumstance in Westminster Abbey.
1850: A NATIONAL RAILWAY
NETWORK
The years 1830-50 have
been described as the "heroic" period in English railway
history. By 1851 roughly 6,000 miles
(about 9,650 kilometers) of railway line were open for traffic. In 1830 there had been perhaps 100 miles
(about 160 kilometers). The building of
the railways by no means ended in 1851.
However, by then enough had been done to establish the railway as a
national way of life. It had become as
much a part of English life as the monarchy, the Post Office, or the
hedgerow. London was connected to most
of the leading towns and cities. Even
thinly populated areas like Norfolk and Suffolk had their railway lines.
Several
stages may be identified in the making of the national railway system. The first came in the 1830's when three main
lines were built out of London. These
lines were much longer than the pioneering lines of the 1820's. The first of
them was the London and Birmingham. The
second was the Great Western, which ran between London and Bristol. The third was the London and South Western,
joining London to Southampton.
The second stage in the
making of the national system came in the 1840’s. Then independent lines joined to form larger and more powerful
units. Perhaps the most impressive of such early combinations was the London
and North Western. It brought together
the London and Birmingham, the Grand Junction, and a number of smaller
lines. All together these lines reached
to Carlisle, close to the Scottish border.
The London and North Western thus ran almost the length of England.
Other railways merged, making it possible to cross the country in other
directions.
The
1840's also saw these large units cooperating with one another in a nationwide
scheme. As long as each railway
operated independently, the difficulties of moving goods and passengers over
long distances were great. Goods might
be shunted into a railway siding and left for a long time until picked up by
the next railway. Passengers might find
themselves turned out of their railway carriages and left to shiver on some
freezing railway platform. To lessen
such problems, the railway firms created in 1842 the Railway Clearing
House. The Clearing House set up
timetables by which through-traffic became possible with minimum delay.
Finally, the government helped bring
about the national railway system.
Compared to European railways, the English railways at first owed little
to the state. In Belgium, for example,
both building and operating railways was the state's business from the
start. In England, the state at first
only granted its consent through Parliament to the building of a railway by
private persons. In effect, the state
thus gave a monopoly over a particular line to a particular company. It very soon became clear that railways
could abuse their power and could endanger the public interest. Thus the English state was drawn into the
railway business. In 1840 a Railway
Department was set up in the Board of Trade.
In 1846 this became an independent department, the Railway Commissioners.
Although this body did not own or operate the railways, it had significant
powers. For example, it determined what
safety precautions had to be taken by the railways and it regulated railway
rates.
ECONOMIC AND SOCIAL
CONSEQUENCES OF RAILWAYS
The impact of the new
railway system on England's economy and society was great. In fact, it might
well be described by that overworked word, revolutionary. Economic life was
generally much stimulated. The railway system lowered
the cost of raw materials. It opened up
new supplies of coal and other minerals. It converted local markets into
national markets.
ECONOMIC
CONSEQUENCES
The railways themselves
provided much employment. At their peak
in 1845 they hired a quarter of a million people. Moreover, the railways stimulated other industries. Railway construction
made heavy demands on the iron and engineering industries. The railways had an enormous appetite for
locomotives. They needed carriages and rails.
They needed springs, ties, and buffers.
The production of iron in the 1840's increased fivefold. Sometimes the
railways rescued an industry that seemed about to die. Old-fashioned coach
builders, for example, became producers of railway carriages. Sometimes the
railways created new industries like locomotive building. Indeed, whole new towns grew up to provide
the railways with rolling stock and equipment.
Two of these towns were Crewe in Cheshire and Swindon in Wiltshire.
Another important
economic effect of the railway revolution was the push it gave to the
development of a financial market. The railways needed vast sums of money to build their lines. They needed far too much money to be able to
get it from a few rich people. They got
the vast sums they need by selling shares -or stock - in their lines to
thousands of people. This meant the
development of stock exchanges. London
had had a stock exchange for a long time.
This became large and internationally important with the railway
revolution. The railways also caused
stock exchanges to spring up in towns and cities where they had not existed
before. The stock exchanges put
people's savings to work, first in railways but later in all sorts of
industries. The exchanges thus came to
facilitate economic growth.
The social consequences
of the railway revolution were equally dramatic. The railway helped to create
the modern mass society. Indeed, the
very word masses came into use in the 1840's.
What we mean by a mass society is a society that has great numbers of
people and is marked by uniformity of outlook and habit. The railway was one, although not the only,
creator of such uniformity.
The
railway created uniformity in simple and obvious ways. The railway brought a uniform national time
system to England. The trains and the
stations all ran on Greenwich time. Gradually this time spread from the
stations into the towns and villages.
Fewer and fewer clocks kept local time, until finally Greenwich time
became the standard. The railways also
naturally encouraged the mass consumption of mass-produced goods. Take, for
example, building materials.
Mass-produced bricks and slates came onto the market. These were shipped here, there, and
everywhere by the railways. As a
result, regional traditions of building tended to die out. English towns came to look much the same
from one end of the country to the other.
Of course the railway
made for mass movement in travel and recreation. Consider the cheap excursion trip. The first of these took place in 1838. It took people from Wadebridge in Cornwall to the neighboring
town of Bodmin to witness the execution of two murderers. Public executions were not banned in England
until 1867. Since the gallows stood in
full view of the station in Bodmin, the passengers were able to watch the scene
from their railway coaches. By 1851 the
cheap excursion train was the means by which enormous numbers of people came to
London to visit the Crystal Palace Exhibition. It was also the means by which
the English working classes began to take yearly vacations at the seaside.
The railway created
uniformity in less obvious ways as well.
Thus, with speedy trains news traveled fast. By 1840 London newspapers were on sale in the north of England
only 12 hours after coming off the press in London. This was the beginning of the national press. The railway even helped reduce the
differences that separated various classes of people. In the pre-railway age the aristocracy, and the upper classes in
general, had impressed those below them by means of the grand display which
their wealth made possible. A great
aristocrat would come up to London in a splendid coach. It would be drawn by handsome horses and
would be driven by a coachman in elegant uniform. When train travel replaced coach travel, the grandeur of the
upper classes was inevitably reduced.
In trains and railway stations aristocrats looked much like other
people, bumping shoulder to shoulder, as they made their way through the crowd.
Thus,
thanks in part to the railway, the English people came to live by the same
time, to read mainly London newspapers, to consume the same products, and to
look more alike than ever before. On
the one hand, this meant that the nation was more closely tied together in very
many ways. English people came to feel
a greater sense of the national community than ever before. On the other hand, this meant that the
nation lost something. It lost variety and a rich heritage of local
distinctiveness.
This
new mass society was an urban society.
The growth of English cities went hand in hand with the growth of the
English railway system. People came to
the cities because life was more glittering than in the country-side. Wages were often higher. Employment was more plentiful. Thus the building of the railways helped
make it increasingly difficult for the countryside to compete with the
attractions of the city.
CHAPTER 3 URBAN SOCIETY
The central fact of English society in the mid-19th century was the growth of cities. In 1843 a thoughtful Englishman wrote:
Our age is pre-eminently the age of great cities. Babylon and Thebes, Carthage and Rome, were great cities, but the world has never been so covered with cities as at the present time, and society generally has never been so leavened with the spirit natural to cities.
Of all 19th-century societies, England serves as the best example of the truth of this statement.
A few statistics make this clear. The census of 1851, for example, showed that half of England's population was urban. This was a situation which had probably not existed before, in any country, at any time in the world's history. In 1801, excluding London, there were 14 English towns each with a population over 20,000. In 1851, again excluding London, there were 52 towns each with a population over 20,000. London itself in the 18th century became the largest city in Europe. Its population in 1,801 was roughly one million. In 1851 it was roughly two and one-half million.
Among England's towns in the first half of the 19th century, the new industrial towns set the pace. Birmingham, center of the metal-finishing trades (nail-making, brass goods, guns, etc.) grew from 71,000 in 1801 to 233,000 in 1851. Leeds, which specialized in the manufacture of woolen textiles, grew in the same
period from 53,000 to 172,000. Sheffield, which made cutlery, tools, and machines, grew from 46,000 to 125,000. Manchester, the center of cotton textile manufacture, grew from 75,000 to 303,000.
No one city can give us a complete picture of industrial society. Birmingham, for example, differed from Manchester. Birmingham's industry centered upon small forges. Manchester's industry took place in large factories. Birmingham required skilled workers. Manchester did not. Thus, Manchester paid lower wages
than Birmingham. Thus, also, Manchester hired a greater number of women and children than did Birmingham. Unfortunately, women got little or no training in skills in Victorian England. Finally, Manchester was close to Liverpool. Liverpool was the port where poverty-stricken Irish fleeing Ireland landed. Hence Manchester had a large number of Irish people, who were the poorest of the poor.
Though no one city gives us a complete picture, Manchester probably comes closest to doing so. People of the day singled it out. They felt it to be the symbol of modern times. Benjamin Disraeli, political leader and novelist, wrote in his novel Coningsby that "certainly Manchester is the most wonderful city of modern times." Frederick Engels, Karl Marx's colleague, came from Germany to live in Manchester. In his classic The Condition of the Working Class in England in 1844 he wrote that "the modern art of manufacture has reached its perfection in Manchester." Historians have seen that Manchester was a center of economic and social change. One historian has called it "the shock city of the industrial revolution." It was also the city which spoke for the new society in politics. Thus, in this book we will look at Manchester in detail. Only by gathering details about a single city can we hope to recreate what English people felt about living in a society up to then unknown.
MANCHESTER COTTON
Manchester, cotton, the Industrial Revolution. In a sense these are different names for the same thing. The growth and wealth of Manchester were built on cotton. The cotton industry, in turn, was the leading industry in the early stages of the Industrial Revolution.
As late as 1760, however, the cotton industry compared to the woollen industry was small. Several things
made it so. Imported raw cotton cost more than British raw wool. Cotton yarn spun like wool on a spinning wheel was not strong. It needed to be strengthened by adding linen fibers. Cloth made from this cotton-linen yarn was coarse and difficult to sew. Hence, it was much less acceptable than the fine woollen cloth on which, English wealth had been built. In 1741 the cotton industry consumed one and a half million pounds (about 225,000 kilograms) of raw cotton valued at £55,000. The woolen industry consumed 60 million pounds
(about 27 million kilograms) of raw wool valued at £1,500,000. (£ = the symbol for the British unit of currency. the pound sterling.)
Cloth Manufacture
Like wool, cotton was a domestic and not a factory industry. That is, production was carried out in the workers' homes and done mainly by hand. All members of the family took part in the production. First children prepared the raw cotton. Then women spun this into yarn on spinning wheels. Finally men wove the yarn into cloth on handlooms.
Spinning took more time than weaving. Therefore, a search was begun for mechanical inventions that would speed up spinning and keep the weavers better supplied with yarn. The original idea was to apply these inventions to the woollen industry because it was more important than the cotton industry. Things did not turn out that way. The cotton industry, not the woollen, became the first to be mechanized. Cotton ushered in the factory system.
The chief reason for this development was a simple one. Cotton is a more uniform substance than wool. It therefore takes more readily to mechanical handling. There were other reasons too. Owing to the American invention of the cotton gin, the cost of raw cotton fell. Also, its supply could be increased readily in America. Finally, what was very important, there was an enormous demand waiting to be filled by cotton. For a long time people had wanted lighter-weight fabrics. Only the rich could afford linen and very fine wool. When the cotton industry became mechanized, a lightweight fabric became available which was both cheap and easily washable. For the first time in history, millions of people would be able to wear clean clothes.
New Inventions
Of the inventions that started cotton on its rapid growth, two deserve special mention: Both of them are concerned with spinning. The first was the spinning jenny. It was invented by James Hargreaves, a Lancashire weaver, about 1764. It was a simple machine, fairly small in both size and cost. In its earliest form it had eight spindles, compared with the single spindle of the spinning wheel. By the end of the century, the eight spindles had increased to 100. Thus, the effect of the spinning jenny was to greatly increase the amount of yarn previously produced by a single spinner. Almost overnight, family spinning wheels were outdated.
The second invention was the water frame which spun yarn by twisting it between rollers. It was patented in 1770 by a farmer, Richard_Arkwright. Unlike most inventors of the time, Arkwright became a wealthy man. He was one of the pioneering manufacturers of industrial England. Eventually he became a large landowner. The water frame laid the foundation of the revolution in cotton manufacture. For one thing, it produced a cotton yarn strong enough to do away with any non-cotton toughener. In short, it produced the first cotton cloth that was not a linen mixture. Also, unlike the spinning jenny, the water frame was a factory machine from the start. It was designed originally to be horse-operated. Later it was powered by water (hence its name). Before long it was steam-powered.
The striking effect of these inventions was quickly seen. When Adam Smith, the famous Scottish economist, wrote The Wealth of Nations in 1776, he barely mentioned the cotton industry. In the next 20 years or so, raw cotton imports increased eightfold. A spinner's output increased 200 times over what it had been before the jenny. By 1812 the cotton industry outstripped the woollen. It accounted for 8 per cent of the national in- come. It employed 350,000 people, of whom one-third worked in factories. By 1830 it accounted for more than volume of English exports.
Until about 1820 the typical cotton factory was a mill. Weaving proved harder to mechanize. In 1787
a clergyman, Edmund Cartwright, invented the first power loom. Cartwright set up a weaving factory, but he
went bankrupt. His loom kept breaking down. When it ran quickly it tended to break the yarn. Other were made with improved looms. They also failed. Not until 1815 did the power loom leave its experimental stage. As late as 1830 there were 225,000 handlooms in England compared to 80,000 power looms. By the 1840's, however, these positions were reversed.
All these inventions meant a revolution in the manufacture of cotton textiles. They also meant a social revolution. Spinning and weaving had once been house-hold industries. Spinners and weavers were often part- time farm workers. Now spinning and weaving became factory and town industries. Cotton was thus the pioneer industry of the new age.
The Effect of the Cotton Industry
No other industry before the railway can compare with cotton in its influence on economic life. When cotton thrived, so did the whole English economy. Cotton also encouraged foreign trade. In both imports and exports cotton held an important place. Raw cotton was shipped to Manchester mainly from America. Finished cloth was shipped from Manchester allover the world. A lot of it went to tropical countries-which needed such lightweight cloth. Finally, the cotton industry stimulated other industries, notably machine making and chemical works.
Cotton and Manchester
How did the cotton industry come to be concentrated mainly in Manchester? This cannot be wholly explained. But a number of things helped. Spinning and weaving are easier in a damp climate. This Manchester had. Cleaning raw cotton requires pure lime-free water. Manchester also had this. Finally, Manchester was close to a great port, Liverpool. At first it was connected to this port by canal and later by railway.
What did the Manchester mills look like? They were built surrounding the commercial center of the city. They were five or more stories high. Their smoke-stacks thus towered above the rows of working-class houses spread beneath them. They had many windows to get what light they could in the smoky, foggy air. Otherwise their dull red brick surfaces were undecorated and severe. A typical large mill of the 1840's had a main block and two wings. Boilers and steam engines were housed in one wing. Offices and storerooms were in the other. On the ground floor of the center block were the power looms. These needed a secure foundation. Above them were the spinning machines. On the top floors were the departments for preparing the raw cotton and dressing the finished cloth. Comforts were lacking in the mills, and the air was bad. Manchester's mills tended to be larger than those elsewhere in England. The average mill in the English cotton industry in 1850 employed fewer than 200 people. The average Manchester mill employed 350. The largest Manchester mill employed more than 1,500 people. Over half the Manchester cotton workers were women.
THE WORLD OF THE MANCHESTER WORKING CLASS
Observers of Manchester in the 1830's and 1840's often noted the city's division along class lines. On the one hand were the millowners, the merchants, and the professional classes. On the other hand were the workers- a faceless crowd appropriately known hands. These workers owned nothing but their labor. They worked under strict discipline. They worked in large factories where they were physically and socially separated from their employers. One observer, Frederick Engels, was much struck by this division. He assumed that the Manchester of the day provided the pattern for all industrial development -a pattern of class conflict and revolution. He and Karl Marx used this pattern as the basis for the Communist philosophy of history.
Their view was too sweeping. At the time, however, the misery of the workers certainly was obvious. It struck all visitors to the city. Thus it struck the Frenchman Alexis de Tocqueville, who visited Manchester in 1.835. He saw overcrowding and wretched housing. He smelled polluted air. He saw filthy streets. He noted the look of weariness on working-class faces. At the sight of the Irish slums he burst out in pain and wonder at Manchester:
From this foul drain the greatest stream of human industry flows. Here humanity attains its most complete development and its most brutish; here civilization works its miracles, and civilized man is turned back almost into a savage.
Had de Tocqueville visited Manchester 15 years later, would his impressions have been less harsh? He may well have noticed some improvement and the promise of more. But most likely he would still have found much that was deplorable. He would still have seen misery and sensed alienation.
By 1850 the following improvements might have been noted. Examples of extreme poverty among the workers were somewhat fewer. The handloom weavers who had long suffered from the competition of the machine were now gone. They had been absorbed or died out. Certainly the general level of wages had moved" upward in the 1840's. This was due to the great demand for labor made by railway building. But too much should not be made of this. Wages in 1850 kept few families permanently out of poverty. There were no pensions or unemployment insurance. But hours of work at least were effectively regulated by the Factory Act of 1850. This act limited work for women in the factories to 60 hours a week. Since over half the workers were women, this made the 60-hour week automatic for men too in Manchester. It also led to the beginning of the long week-end for work had to stop at 2 P.M. on Saturday.
Housing and health conditions in Manchester reached their lowest point in the 1830's and 1840's. Mid-century brought little more than hope for future improvement. In the early 19th century there had been much migration to the towns. There was also, as we have seen, rapid growth of population as a whole. These factors proved too much for the existing urban technology. There was overcrowding and lack of sanitation. Thus there was a new tide of disease.
Statistically, the story is a little complicated. During the 18th and 19th centuries the death rate generally fell. But during the early 19th century it began to rise again in the cities. It reached a peak in the 1830's. An 1842 report showed that the average age of death among the working class in Manchester was 17 years. In the rural county of Rutland the average age of death was 38 years. The great killers were tuberculosis and cholera. The one was spread by bad air; the other, by bad water.
Much needed were better drains and sewers. Also needed were methods of purifying water. Also needed were laws against smoke and bad ventilation. Such problems have a modern sound. They remind us of our ecological problems today. Industrial systems have not yet solved their troubles.
Clearly, before anything can be done in Manchester to solve these problems, public opinion must be aroused. In Manchester, solutions got under way as early as 1831. T hat year James Kay-Shuttleworth, the health officer, turned a scientific eye on the city's epidemics. He related them to overcrowded housing and lack of sanitation. In the 1840's novelists joined the civil servants in protesting conditions. They developed the social novel. Benjamin Disraeli's Sybil, Charles Dickens' Hard Times, and Elizabeth Gaskell's Mary Barton are examples.
These novels threw a glaring light on the poor conditions of public health in English towns. A public health act was passed in 1848, but enforcement was voluntary. Not until the 1850's and 1860's did the government take firm action.
More leisure and recreation were also needed to improve public health in Manchester. These were not to come until after 1850. By 1850 excursion trains taking working people to the seaside were only beginning. Moreover, this sort of escape was too expensive to be widely used. As yet, the workers had to rely on their legs to carry them outside the towns on evenings or on the weekend. Bicycles and street cars did not appear until the 1880's. Horse cabs, which appeared in 1839, were only used by the richer middle classes. Not until the 1850's was the countryside brought into Manchester in the form of parks. Three of them were opened at that time. They were bought by money donated by the public. According to a local journalist, even during the rain these parks were used by the workers.
Public education, like public health, was also poor in Manchester. By the 1830's the city did have a center for public education, the Mechanic's Institute. Although some workers used the institute's libraries and lectures, only a handful did so. Merchants, manufacturers, and clerks rather than workers had the time for self-improvement. In the early 1850's the Free Library opened. Few workers read books because the sad truth was that most working-class people were illiterate.
Free compulsory education did not come to England until 1870. In 1850 elementary education for the workers was voluntary and ineffective. It was better at teaching social discipline than it was at teaching skills. That is to say, it mainly taught working-class children to be content with things as they were. In the phrase of the day, it taught them to keep to the class "to which it had pleased God to call them." According to a government report of 1841, something like 60 per cent of the people of Manchester could not sign their names.
Thus life for the working class in Manchester was grim. It is not surprising, therefore, that the new industrial towns were, as one historian has said, "terribly drunken." In Manchester alone in 1850, there were 1,618 public drinking places. That made one for every 80 men and women over the age of 20. Some of these places provided musical entertainment. Most of them provided only forgetfulness and escape to make a harsh life endurable.
It would seem that religion provided less comfort than drink for Manchester workers. In 1851 the government took a census of churchgoers. This enables us to speak with some accuracy about the religious habits of 19th-century England. On a Sunday in March the people were counted at every service in every church in the country. Out of a population: of about 18 million only about 7 million attended church. Attendance reached its lowest levels where the largest numbers of working-class people lived. Manchester almost headed the list of cities with poor church attendance. As one reporter put it, "the labouring myriads of our country ...the masses of our working population. . .are never or but seldom seen in our religious congregations."
All these facts give us a bleak picture of working-class life. It is not hard to see why Engels looked upon the workers as an oppressed class. By 1850 there were signs of improvement. Reform movements were beginning to soften the harshness of working-class life. But most improvement still lay in the future.
THE WORLD OF THE MANCHESTER ELITE
The Manchester working class lived in a world of squalid and disease-ridden slums. The elite, those on the top of the social pyramid in Manchester-the millowners, the merchants, the professional classes -lived in a quite different world. Theirs was the world described in Manchester guidebooks. Henry Duffield's guide to Manchester proudly said in 1852 that
a stranger, on visiting Manchester for the first time, can- not fail to be struck with it. Few manufacturing towns are possessed of such wide open streets and spacious squares, or such a number of fine buildings. ...Who would suppose that Market Street, now one of the finest streets outside London, was not much more than 30 years ago a narrow dirty lane?
How different this sounds from de Tocqueville's account of working-class Manchester!
Much of guidebook Manchester was of a recent creation. The Free Trade Hall opened its doors in 1843. It was built originally to house the meetings associated with the political campaign against the tariffs: The Town Hall was another landmark. It was not really new, having been started in 1822. However, for years its classic beauty was hidden by older buildings. In the 1830's these were cleared away and a broad view created. The Royal Exchange, which opened in 1849, was yet another landmark. It was the heart of Manchester's commercial life and the price of Manchester guidebooks. To quote Duffield again:
This splendid building, which is one of the finest in the country, stands in the centre of the town, ...[Its main meeting room] when completed will be 185 feet long and 92 feet wide [about 55 meters long and 28 meters wide] ...thus making it perhaps the largest room in the country devoted to commercial purposes.
These public buildings, together with office and warehouses, formed Manchester's commercial district- about half a mile square. This was the city's heart. It was the daytime home of Manchester's elite. Here the streets were spacious. Here, too, the shops were elegant. They sold luxury goods from all over the world.
From this central core one looked out to a circle of smoking chimneys. These marked the surrounding factory belt. This belt, where the working class lived, was about a mile and a half wide. Beyond this -in fresher air- the Manchester elite had their houses and lived their family life. The houses were fine and comfortable and had sizable gardens.
What sort of people were the Manchester elite? This question is far easier to answer than a similar question about the working class. The worker tends to leave few documents for historians. By contrast, we know much
about the elite. We know the names of many of We know some details of their lives.
Characteristics of the Elite
A good number of the Manchester elite were of local origin. Chief among this group were the Gregs, who cotton manufacturers; the Heywoods, who were and the Potters, who were cotton wholesalers. Also among this group were the Henrys, who were and chemists; and the Taylors, who were and journalists. Many, however, of the Manchester elite were newcomers to the city. Some of them were from Europe. One such was Frederick Engels, who left Germany to become a Manchester merchant. Another was Charles Halle, who also came from Germany. He was destined to make Manchester the musical capital of the north. Many newcomers were from Scotland. Among these was Archibald Prentice, merchant, journalists and politician. There were also many people from
other parts of England who sought their careers and fortunes in Manchester. Richard Cobden, son of a bankrupt Sussex farmer, was one of them. William Gaskell, son of a Warrington manufacturer, and husband of the novelist Elizabeth Gaskell, was another. Dalton, who became one of the world's great physicists was another. He was the son of a Cumberland weaver.
Very few of Manchester's elite were connected with the traditional ruling class. This class consisted mainly of large landowners. Historians often remark on what they take to be a law of English social history. It is the
way wealthy merchants tended to buy land and set up landed families. The reverse was true also. Landed families tended to send some younger sons into the towns to make their fortunes in business. Manchester was an exception to the second half of this law. The closest that the Manchester elite came to the landed society was through men like Richard Cob den who began life as farmers' sons.
Few of Manchester's elite were Anglican. That is, few belonged to the official Church of England. Most English people belonged to this church, especially the upper classes. The religious census of 1851 showed, however, that in a city like Manchester the Nonconformists (that is, Protestants who were not Anglican) outnumbered the Anglicans. One group of Nonconformists, the Unitarians, stood out in Manchester. Unitarians were normally a small sect. They were strong, however, in the ranks of the Manchester elite. The Gregs were Unitarian, as were the Potters and the Henrys. William Gaskell was a Unitarian minister. As one historian has put it:
Small sects, particularly the Unitarians, often had a strategic part to play in civic life, providing mayors and officials, and encouraging interest in reform.
Why Unitarians played this part is not easy to say. One historian has recently suggested that the vitality of Unitarianism was somehow connected with its method of disciplining children. This was neither too easy, breeding idlers. Nor was it too strict, killing initiative.
Like their religion, the Manchester elite's education was different from that of the traditional ruling class. Very few if any of them went to the famous schools like Eton and Rugby. Nor did they go on to Oxford or Cambridge universities. These were all Anglican schools. Indeed the law required students at Oxford or Cambridge to accept the Anglican form of Christianity before they graduated. If they did not do so, they did not graduate. In any case the Manchester elite did not like the education which Oxford and Cambridge gave. That education was largely literary. The Manchester elite lived in the world of business and the professions. They tended to believe in a practical education. Thus they sent their children to local Nonconformist schools. At the age of 15 or so the boys were placed in business. In the words of Elizabeth Gaskell, the elite believed in
unsparingly cutting away all off-shoots in the direction of literature or high mental cultivation, in the hopes of throwing the whole strength and vigour of the plant into commerce.
Nevertheless, a minority among Manchester's elite went to university. Of course, they could do so in the mid-century only if they were male. When they did go to university they went to Edinburgh or to Glasgow. The Scottish universities were vigorous in the early 19th century. They provided a more modern education than either Oxford or Cambridge. They were also nondenominational. Some of Manchester's elite went to University College in London. Founded in the 1820's, this was to become the University of London.
Cultural Life of the Elite
Though the Manchester elite emphasized the practical, they were not uncultivated people. Many of them were interested in learning and the arts. Elizabeth Gaskell was a good novelist. W. R. Greg, who was a cotton manufacturer, turned in later life to journalism. He contributed many articles to national journals like the Edinburgh Review. William Langton, a banker, was also a historian. He wrote poetry in Italian too. William Henry, a surgeon, became a leading British chemist. Sir James Kay-Shuttleworth, a doctor and notable civil servant, wrote novels. Even Richard Cobden, cotton manufacturer and busy political leader, found time to learn foreign languages and to try his hand at play writing. John Edward Taylor founded the Manchester Guardian, one of the world's most thoughtful newspapers. Finally, John Dalton, a scientist of world reputation, was a Manchester man.
People of this sort encouraged the rise of a flourishing cultural life. Some of it was special to the new industrial towns. An example is the Manchester Statistical Society. This society was founded in 1833. Its main object was to collect statistical facts -precise and hard information-about social problems. Its members desired not just to know the facts. They also wished to find remedies for the problems. The society developed out of house-to-house visits conducted by Kay-Shuttleworth. He was looking into sanitary conditions among the working class. Once founded, the society took up subjects like the extent and nature of elementary education in the city.
Another example is the Manchester Literary and Philosophical Society, founded in 1781. The "Lit and Phil,” as it was known, was a sort of informal university. Its interests were largely, although not exclusively, scientific. Its secretary at one time was John Dalton. It met periodically to hear papers read by its members. Some of Dalton’s work originated in this way. Typical of the subjects discussed were "On the Origin of Coal" and "Sketch of the Drift Deposits of Manchester and Its Neighbourhood." Of 20 papers read in 1848, only one was literary or artistic. It had to do with classical Greek sculpture.
Manchester's cultural life had many other branches. In 1821 the Manchester Guardian began its distinguished career. Quickly it became a leading English newspaper. In 1843 the Chetham Society was founded.
This provided a center for the study of local history. Three years later, the cotton merchant John Owens died.
He bequeathed his fortune to establish a local university. Owens College, later Manchester University, opened
its doors in 1851 with a staff of seven. It was dedicated to the task of creating a university different from either
Oxford or Cambridge.
At about the same time, Charles Halle arrived in England. He accepted the invitation of a Manchester calico printer and lover of music to settle in Manchester. The idea was that he would promote the musical life of the city. In 1853 Halle founded the Classical Chamber Music Society. In 1857, he launched what was to become
a famous symphony orchestra, the Halle Orchestra. The occasion of the orchestra's birth was a great exhibition of pictures in Manchester-the first exhibition in the country of pictures which had been gathered together from private collections.
This cultural life was both cause and effect of the strong local pride of the Manchester elite. This pride was much more than the satisfaction of self-made people. What prompted this pride was a new idea. It was the idea of human intelligence mastering brute nature. Thornton, the Manchester manufacturer in Elizabeth Gaskell's North and South, put this eloquently.
Our glory and our beauty arise out of our inward strength, which makes us victorious over material resistance, and over greater difficulties still. ...I won't deny that I am proud of belonging to a town...the necessities of which give birth to such grandeur of conception. I would rather be a man toiling, suffering-nay, failing, and successless-here, than lead a dull prosperous life in the old worn grooves of what you call more aristocratic society down in the south, with their slow days of careless ease.
Here was the voice of Manchester's elite. Here was the voice of people who found their identity in shaping a new industrial city and guiding its life. By the mid-century they had not yet begun to merge physically with the traditional ruling class. They had not begun to purchase land and set themselves up as smaller landowners", called gentry. They had, however, by 1840 begun to move further from the center of Manchester. Most still remained within walking distance of their mills, warehouses, and offices. A very few of them-the richest ones-had moved out of walking range. They set themselves up beyond the suburban belt. These great people were driven in carriages, and put on evening clothes for dinner at night. In short, they were on the way to becoming landed gentry.
Attitudes of the Elite
The main outlook of the elite was still anti-aristocratic, however. Its chief concerns were the city, industry, the professions. In religion it remained Nonconformist. Thus, it was unsympathetic to the traditional ruling class. That class spent its time in rural pursuits and government, and its religion was Anglican. Moreover, the ruling class tended to be hereditary. Manchester's elite resented this. They were suspicious of people who owed their wealth and power to the mere fact of having been born to them. With all these differences, the Manchester elite often opposed aristocratic policy. In the realm of politics, this opposition was to be strong and effective. It proved once again the vitality of Manchester's leaders.
The Manchester elite were also anti-working class. This is not because they were more unkind than other people of the day. Some of them indeed were noted for charity and humane concerns. On the whole, the elite were as kind- or as unkind -as other people of the time.
They were anti-working class because they did not believe in any interference with industry. They opposed trade unions. They opposed government regulation of industry. They believed that to regulate industry was to stifle it. In the end everyone would be poorer. They believed that the workers could improve their lot by what they called "self help." By seeking education, by being enterprising, people could rise in the world. Many of the elite were themselves examples of this. For the poor and unfortunate the Manchester elite believed in charity. But they wanted no interference in their business affairs. They believed in what is known as laissez faire- let it be. This is what we might think of as complete free enterprise.
Naturally the workers and the elite went separate ways in politics. As was to be expected, the elite soon succeeded. The workers for a long time failed. This showed once more who was master in Manchester and who was servant.
The Industrial cities -and again, Manchester in particular -gave birth to new forces in English political life. In the 1830's and 1840's the two urban classes took to political action. One of these classes was the middle class, or the urban elite-the manufacturers, merchants, and professional people. The other was the working class and the poor generally. These two classes were to shape much of England’s future political history. Ultimately, the ideas that both classes put forward in the 1830’s and 1840's were to triumph. But the middle class was to triumph fairly quickly and easily. The workers, by contrast, were first to suffer a series of defeats. Their triumph was to come only long after1850 and even after 1900. The early strength of the middle class and the early weakness of the working class are not surprising. We have only to think of what has been learned in the previous chapter about the different classes of people in Manchester society to understand the varying outcomes of their political movements.
MANCHESTER POLITICS
The political organization of the workers was the Chartist Movement. That of the middle class was the Anti-Corn Law League. Both organizations were founded in the late 1830's. Both arose in response to the economic depression of those years. The Chartists felt that their misery would be lessened if only they had the vote and power in Parliament. A Reform Bill passed in 1832 had given the vote to most well-to-do middle-class males. The Chartists demanded it be given to all males. (Women could neither vote nor stand for Parliament in 19th-century England. Only a few people, notably John Stuart Mill, were yet concerned to end this injustice.) Thus Chartism was really a political program demanding a working-class voice in Parliament.
The program of the Anti-Corn Law League was, by contrast, economic. It asked for a new policy for inter-national trade. Until that time almost every country had tried to keep foreign goods out of its markets. It did so mainly by means of tariffs, that is, by high taxes on goods coming into the country. The Anti-Corn Law League asked that England do what no other modern nation had ever done. It asked that England remove her tariffs and trade freely with the whole world. The League believed that free trade among nations would benefit England and indeed the whole world by greatly increasing international commerce. The League concentrated its attacks upon-and hence took its name from-what were known as the Corn Laws. These laws were England's principal tariff laws. They put high duties on imported grain. (The word "corn" in England means all grains, not merely maize or American corn.)
The Chartist Workers suspected that the Anti-Corn Law League might do them harm. They thought the League was no more than an attempt to lower manufacturers' costs. After all, free trade meant cheaper goods generally, which in turn would lead to lower wages. The League, for its part, equally suspected the Chartist program. It feared giving the workers the vote. It thought to do so would be to give political power to a league and uneducated group, which might act irresponsibly. Suspicious of each other Chartists and Leaguers both faced the opposition of the landowners -the traditional ruling class. Thus were the lines drawn in English politics.
BACKGROUND TO POLITICS IN MANCHESTER
For the most part there was no thought of violence. Both Chartism and the League meant to play the political game according to the rules of English parliamentary government. Both attempted to gain the ear of Parliament by influencing public opinion. Each held public meetings, spread its ideas through newspapers and journals, and petitioned both houses of Parliament.
Parliament was largely dominated by landowners. This situation was clear in the House of Lords. This house was composed of titled aristocrats Nearly all of them inherited their seats, and they were almost always large landowners. By the 1830's the House of Lords was no longer more powerful than the House of Commons. In .a contest between the houses, the will of the Commons won, not the will of the Lords. The House of Commons, however, though less obviously so, was also a landowners assembly.
The House of Commons was an elected and not a hereditary body. Nevertheless in the elections the influence of landowners was great. This was so because England was a country of large estates. More will be said about this in the next chapter. Here it is enough to point out that English farmers did not own their land. They paid rent, as tenants, to large landowners. Even the land upon which villages and towns stood belonged to one or to only a few local landowners. The land- owners were thus marked out as the leading people of their locality. They were looked up to by both farmers and town dwellers as their natural leaders.
It is not surprising that the English voter tended to vote for his landlord, or for his landlord's choice. Usually he did so willingly. Even when he was unwilling he sometimes found himself forced to vote as his landlord wished. There was no secret ballot in England until 1872. A man declared his vote in public. Thus voters could easily be bribed. Occasionally those who did not vote as their landlord wished found themselves thrown off their farms or otherwise punished. The Reform Bill of 1832 had done something to lessen the influence of the landowners. It had given many middle-class men the vote. It had allowed the new industrial cities to elect some Members of Parliament. But it had not greatly altered the way things were-especially as members still were unpaid and still needed to have independent incomes.
These facts raise a question. If both houses of Parliament were dominated by landowners, how did it happen they quarreled? (They did so, bitterly, in 1832 over the Reform Bill.) Or another question: How was it that either the Chartists or the Anti-Com Law League expected to be heard at all? The answers to these questions lie deep in English history. Perhaps they even lie deep in the English character. English landowners had earlier fought a long and historic battle with the monarchy. This battle was one in which the landowners lad had to struggle for their rights. As a result, they accepted the idea that it was the duty of government to respond to the governed. The landowners had thus learned to accept the idea of gradual constitutional change.
With their struggle, furthermore, the two-party system had emerged. This development meant that politics had become something more than a crude struggle for power. Politics had also become, in some degree, a rational debate between different points of view.
The two parties of the time were the Whigs and the Tories. (Later they came to be known as the Liberals and the Conservatives.) They did not differ on all things. Indeed, on some things they agreed easily. Unfortunately for the Chartists, they agreed for a long time that a working-class movement like Chartism was a serious danger to the constitution. Both parties found the Chartist demands outrageous. On the question of free trade and the Corn Laws, however, the two parties soon came to differ. Here the distinction between Whigs and Tories showed itself. The Whigs tended to be more radical, more forward-looking, more receptive to new ideas and to public opinion than the Tories, Accordingly, the Whig Party was likely to be the first to break with tradition, to give new ideas a hearing.
CHARTISM
Chartism sprang out of the hard times of the 1830's. By June 1837 some 50,000 workers in the Manchester area alone were either unemployed or were on part-time work. Those who suffered most were the marginal workers. Particularly hard hit were the handloom weavers. They were finding they could no longer compete with the factory looms. To make matters worse, the ranks of the poor were constantly being swollen by already poverty-stricken Irish immigrants.
In 1836 the London Workingmen's Association was founded. This association sought to teach the workers social and political principles. It also intended to organize them for political reform. The leaders of the association were Francis Place, a tailor, and William Lovett, a skilled cabinetmaker. These men believed in working for gradual reform through the parliamentary process. In 1837 they drew up the People's Charter and were thereafter known as Chartists. They put forward six demands. These were as follows. Parliaments were to be elected every year. Every male was to have a vote. Electoral districts were to have equal numbers of voters. Members of Parliament were to be paid. There was to be no property qualification for Members of Parliament. Voting should be by ballot. In 1837 these demands were very radical; they asked for great changes. But the moderation of the Chartist method of acting was plain. Chartists sought reform in a legal, peaceful fashion by appealing to Parliament.
In the summer of 1838 large-scale demonstrations in favor of the Charter were held. The largest of these was at Kensal Moor near Manchester. Fifty thousand people were said to have been present. Several thousand trade unionists marched in procession. The Manchester Guardian said that it had never seen any large meeting which seemed more peaceable.
One of the chief objects of the meeting was to appoint delegates to a national convention. The convention was to be held in London the next February. The delegates chosen in Manchester were all moderate men.
Unfortunately, the unity and moderation of the movement were to be shattered at the national convention. There the question arose of what was to be done if Parliament refused to give the Charter a hearing. It was all too likely that Parliament would refuse to accept the Charter's aims. Men like Lovett were prepared for this. They were for peaceful persistence, what Lovett called "moral force." Chartism could only succeed, Francis Place once said, "by long-continued, steady, patient liberal conduct-acting with becoming modesty but indomitable perseverance." Other leaders did not agree. Feargus O'Connor, an Irish lawyer and a fiery speaker, talked wildly of physical force and rebellion. The convention talked of arming the people, and planned a general strike if Parliament rejected the Charter.
This appeal to force drove away the moderates. What happened can be seen in Manchester, where William Benbow, an extremist, gained control. He even recommended that boys of 12 should arm themselves with knives. A second meeting was held at Kensal Moor. This time it was poorly attended. Now isolated, the extremists soon lost heart. When Parliament did reject the Charter, some Chartists called strikes. These collapsed within a week. In the spring of 1840 the Chartist leaders were arrested and the first phase of Chartism came to an end.
Of the second phase of Chartism-1840 to 1842- much the same story can be told. It began well. The moderates were in the saddle again and planned to pay more heed than before to efficient organization. By so doing they hoped to control the explosive elements within Chartism. This time the national meeting was held in Manchester, which became the new headquarters. The Charter was once more presented to Parliament. Once more Parliament rejected it. Spontaneous strikes then broke out. The Chartist leaders had nothing to do with these. Indeed they made an unsuccessful attempt to control them. Throughout the north of England workers closed down factories by pulling the plugs from boilers. Hence these strikes are known as the Plug Plot strikes. Within a month they collapsed. Lacking funds the strikers could not hold out.
Chartism had a third and last phase, from 1842 to 1848. This phase was dominated by the fiery figure of Feargus Connor. His leadership marked the triumph of extremism and the drift of Chartism into confusion. In 1845 O'Connor founded the Chartist Cooperative Land Society. It proposed turning the clock back to an earlier stage of society and settling city workers on the land. This scheme came to nothing. O'Connor muddled its finances, and anyhow the workers showed no great enthusiasm for digging in the soil. In 1848 O'Connor planned a huge demonstration in London. This also came to nothing. A show of force by the Whig government and a rainstorm scattered the assembled Chartists. Shortly afterward O'Connor was found to be mad and was sent to an asylum, where he died.
O'Connor's domination was the measure of the Chartists' lack of vision. The failure of the moderate forces within Chartism to contain the antics of men like O'Connor proved tragic. Working-class politics needed patience and time. Only in time could the working class become better organized. Only in time could its radical ideas gain acceptance. But, for all its failure, the story of Chartism is not insignificant. It is the story of the working class on the national political scene.
THE ANTI-CORN LAW LEAGUE
The Anti-Corn Law League was founded in October 1838. It grew out of the Manchester Chamber of Commerce. Within the space of eight years the League achieved its purpose. The ideas promoted by the League, its leadership, and its organization each contributed to its victory.
The ideas of the League had a distinguished origin. They came from two famous economists, Adam Smith and David Ricardo. Adam Smith was a Scottish professor. David Ricardo was an Anglo-Dutch stockbroker. In their works, Smith and Ricardo set out to reform economic thinking. They argued that governments of the day did not understand what makes for national wealth. Each government was concerned with how much gold its country had. Since gold leaves a country when its citizens buy foreign goods, governments feared international trade. They tried to regulate it by tariffs.
Smith and Ricardo said such regulation really decreased a nation's wealth. They said it even made for war between nations. Smith and Ricardo emphasized that trade itself, economic activity itself, spelled wealth. The more trade, the more wealth. Tariffs were meant to hinder trade. They therefore hindered the growth of wealth. Gold was merely a means of exchange. Governments need not concern themselves with it. What governments should do was simply to stop interfering with trade. They should allow free trade. Not only would free trade increase the world's wealth but the largest share of that wealth would then go to the people who best deserved it. These people would be the energetic and the ambitious. They would be those who competed best. Smith and Ricardo thus spoke for individual freedom, internationalism, greater, social justice, and economic growth.
David Ricardo gave these general ideas a special slant. He directed his attack against English landowners and the Corn Laws. The landowners, he said, were the enemies of English society. In particular, the landowners were the enemies of the manufacturers. The landowners, by insisting on a tariff to protect English grain from cheaper foreign grain, brought about a rise in the price of wheat and in the price, of bread. This meant the manufacturers had to pay higher wages. They therefore had to raise the price of the goods they made. But this reduced the manufacturers' ability to compete in the world's markets. It thus reduced the manufacturers' profits.
These ideas fitted the needs and ideals of the Manchester elite extremely well. Manchester was based on cotton, and the cotton trade was heavily international. If the Corn Laws could be removed, the price of cotton cloth would be reduced. Much more of it could then be sold on the world's markets. Furthermore, the Manchester elite were anti-aristocratic. Free trade would strike a blow against the privileges of the aristocratic landowners. Finally, Manchester's idealism was kindled. Free trade would benefit not the few but the whole community. It would benefit not only England but the whole world. It would bring with it the reign of peace. Obviously such ideas were both practical and idealistic -a mixture which would seem necessary if ideas are to move the world.
Leaders of the League
The most important leader of the League was Richard Cobden (1809-64). As we have noted earlier, he was the son of a bankrupt Sussex farmer. Cobden's father had forced to give up the farm that had been in his family for centuries. His children were scattered among relatives. Richard was placed with a maternal uncle. His uncle sent him for five years to a boarding school in Yorkshire, an experience which Cobden always remembered with distaste. Indeed, his unhappy child- may have caused him in later life to turn with bitterness and hostility on rural society.
Cobden's business career began early. In 1819, at the age of 11, he became a clerk in his uncle's warehouse in London. He was soon promoted to salesman, gathering orders for calicos and muslins. At the age of 17, he went into business on his own. He formed a partnership with some friends, and arranged with a large Manchester firm of calico printers to sell its goods on commission in London. This was his first connection with the world of Manchester business. Three years later Cobden entered that world. He and his partners decided to manufacture calicos themselves. They took over a cotton mill not far from Manchester, and Cob den settled in the city.
Cobden had only to step into his new world to be excited by it. In a sense he had found himself. He found his identity as a Manchester man. His enthusiasm J' the city outdid that of the natives. He loved the bustle of Manchester streets and the charm of the local dialect. He was impressed with the great amount of Manchester capital. "Manchester," he wrote, "is the place for all men of bargain and business."
But Cobden was no ordinary businessman. As one of his biographers has put it: "The ordinary businessman spends his time making himself a better businessman: Cobden spent his time making himself into a politician." He worked hard to improve his education to upper-class levels. As his business prospered he be- came a great traveler. He visited the continent, the Middle East, and, what was then unusual, the United States. Even more unusual then was the admiration he felt for America and the Americans. He loved the magnificent scenery and the "genius of activity" which reminded him of Manchester. His traveling was only partly for business. He als9 wanted to acquire familiarity with the politics and society of the world. In the mid- 1830's he took to writing on these subjects. Two pamphlets of his were notable: one, England, Ireland and America; the other, Russia.
Like all great reformers, Cobden was a visionary. A paragraph from his first pamphlet shows this plainly:
"In the present day," he wrote, "commerce is, , , like a beneficent medical discovery, [which] will serve to inoculate with the healthy and saving taste for civilisation all the nations of the world, Not a bale of merchandise leaves our shores, but it bears the seeds of intelligence and fruitful thought to some enlightened community; not a merchant visits our seats of manufacturing industry, but he returns to his own country the missionary of freedom, peace and good government…."
Cobden's vision included Manchester, England, and the entire world. He was confident that Manchester millowners, bankers, and professional people were creating a new way of life. This way of life would spread around the world because it would be a better way of life. It would be richer. It would be based on intelligence. It would bring international peace. Cobden thus saw in the Industrial Revolution the promise of a just and good world order. This was the dream that moved him and, through him, the Anti-Corn: Law League.
The English aristocracy-the landed class-was for Cobden the major block to the fulfillment of his dream. Cobden admired the grace and cultivation to be found in much of aristocratic life. Once, on going to dinner at the London mansion of a great nobleman, he wrote to his brother: "I am afraid if I associate much with the aristocracy, they will spoil me. I am already half seduced by the fascinating ease of their parties." But Cobden never really let himself forget the aristocracy's great faults. The aristocracy stood in the way of peace because' it was traditionally associated with war and conquest. It stood in the way of commerce and industry because it maintained the Corn Laws. . It stood in the way of progress because it kept control of the government by limiting the right to vote. Cobden once described the aristocracy "bread-taxing oligarchy, unprincipled, unfeeling, rapacious and plundering."
A great deal of the League's success was due to Richard Cobden. He was clearly a man of character and determination. He once said that "if he were stripped naked, and turned into the lanes with only his experience for a capital, he would still make a large fortune." He once wrote to a brother in need of self-confidence: "I wish that I could impart to you a little of that...feeling that spurs me on with the conviction that all the obstacles to fortune. ...will yield if assailed with energy." In the House of Commons, to which he was elected in 1841, Cobden impressed even those who were hostile to his ideas. For example, Benjamin Disraeli said that:
he had never heard...facts marshalled with such vivid simplicity, and inferences so natural and spontaneous and irresistible, that they seemed. .borrowed from his audience. ...[Cobden] dealt with his opponents. .With much power of sarcasm, but his power was evidently rather repressed than allowed to run riot. ...He had the air of being too prudent to offend even an opponent unnecessarily. His language, though natural and easy, was choice and refined. He was evidently a man who had read, and not a little. ...
There were two other important leaders of the Anti- Corn Law League. One was John Bright. John Bright came from Rochdale, not far from Manchester. His family were Quakers. They had long been textile manu- facturers, first making woollen cloth, and later cotton.
Bright was Cobden's lieutenant. He played a particularly useful part at public meetings. Cobden was a first-class orator. But Bright was an inspired one. By design, he usually spoke last at League meetings. Persuasively and movingly he played upon his hearers until they were fired to active enthusiasm. He sent them forth, as it were, missionaries in the cause.
The other important leader was George Wilson. Wilson was a Manchester corn merchant. He was the League's administrative genius. He has been described as the most efficient chairman in England during his day. He had a gift for firmly and smoothly running committees or meetings. He also organized the League's office work and saw to the League's day-to-day operation. He was not a public figure like Cobden and Bright. He was happiest working quietly behind the scenes. Here he put his business instincts to political use.
The League's Organization
The League's capable leadership was matched by capable organization. There was nothing makeshift about the League as there was about Chartism. The League went about its political work with much the same efficiency that its leaders displayed in marketing cotton textiles. One historian has said that "the Anti-Corn Law League became the wealthiest, most intensive and most extensive political agitation ever seen up to this period."
As "a middle class set of agitators," to use Cobden's phrase, the League was clever in thinking up ways to spread its ideas. From the start the League employed a staff of paid lecturers who toured the country. It printed pamphlets and one-sheet bulletins, called broadsheets, by the ton. It published newspapers, first The League, and later The Economist. It rented the largest halls in Manchester and London to stage giant meetings. It took its message to women, an audience almost invariably forgotten, by organizing tea parties, bazaars, and exhibitions.
These varied activities were all organized from the headquarters office in Manchester run by Wilson. As in any well-organized commercial firm, the office was divided into a number of clearly defined departments. A general department received, sorted, and distributed all correspondence. A publications department arranged for printing and distributing League literature. A cashier's department handled League finances. An electoral department worked out strategy for fighting elections. The headquarters office also kept in touch with a network of 12 local offices set up by Wilson in 1842.
Wilson was aided in his work by the League Council. This body met daily for two or three hours. It consisted of about 20 dedicated Leaguers who lived in Manchester. Its job was to make general decisions and iron out problems. Today we take for granted such organizational machinery as the League set up. In the 1840's it was- like so much in Manchester-the wonder of the world.
It would be wrong, however, to believe that good organization alone accounted for the League's success. The League's spirit was even more important. This spirit was fervent and dedicated. It was almost religious. Indeed, Cobden consciously sought to use religious and moral feelings to promote the League's aims. For example, in 1841 the League held a meeting of over 600 clergy from all Christian churches. Cobden knew how vital such moral support could be. When the League was barely begun he wrote to his brother: "It appears to me that a moral and even a religious spirit may be infused into [the question of the Corn Laws], and if agitated in the same manner that the question of slavery has been it will be irresistible."
The Victory of Free Trade
With all its strengths the League soon made progress. In 1838 the Whigs were in power. They seemed inclined to reform a number of things, though not at first the Corn Laws. Gradually, however, a number of leaders among them began to express free-trade sympathies. By 1841 the Whigs proposed not to repeal the Corn Laws but to reduce greatly the amount of protection they afforded. To a large extent the election of that year was fought on this issue. The Tories defended the Corn Laws. In the election they defeated the Whigs.
The League, however, was not disheartened. In but a short time, one party had already turned Corn-Law critic. Moreover the League hoped for change even from the Tories. The Tory leader was then Sir Robert Peel. Peel was, after all, the son of a Lancashire cotton manufacturer. In his political career he had also shown a knack for stealing the ideas of his opponents. So the League worked on patiently. Eventually Peel was to behave much as the League suspected he would. The very next year he showed himself to be growing critical of the Corn Laws. He then somewhat reduced the amount of protection they afforded. Cob den was disappointed that Peel did not go further. Nevertheless, with quiet optimism he wrote to a friend on the continent: "We have at the end of four years got a pretty strong hold of public opinion. ...There is no earthly doubt now of the ultimate triumph of our cause. It is merely a question of time."
Victory came four years later in 1846. It was brought about in tragic circumstances. In the 19th century, England ruled Ireland. In 1845 the Irish potato crop failed. Potatoes were the food upon which the Irish chiefly, almost exclusively, depended. Irish people thus starved by the thousands. Even though the Irish could not afford to eat wheat at the best of times, it became impossible for the government to maintain a tax on any food. As we have seen, Peel had been coming round to free trade. The Irish calamity determined him. He did not repeal the Corn Laws directly. To save a fight in his party, he suspended them for three years. Everyone knew that the Corn Laws would never be brought back.
The League's cure for the ills of England thus won the, day. As of most cures, too much was expected of free trade. It did not end war. Nor did it abolish poverty. The condition of the working class did, however, improve. And the nation's income continued to grow greatly. Some of this would have happened even without free trade. It has therefore always been difficult to figure exactly how much free trade meant economically.
There is no doubt however that politically and socially the victory of free trade was very significant. It marked a turning point in English history. It showed that the middle class could get what it wanted though opposed by the old ruling class. John Bright declared on the League's victory: "We have not seen the last of the Barons but we have taught them which way the world is turning."