Social Transformations of the Victorian Age: A Survey of Court and Country

These instances serve circumstantially to remind us that the titled, like the untitled aristocracy of the country has always represented, as it represents to-day, in nearly equal proportions industry and intelligence in enterprise, perhaps even more than antiquity of descent. The dramatic circumstances of his rise and of his fall; the extent to which the latest developments of science, adventure and speculation were embodied in the person and in the career of the York linendraper’s son, make George Hudson, the ‘railway King’ specially conspicuous amongst those on whom shrewdness and opportunity conferred material success. But the type is not merely as old as the present century. It has existed as long as English civilization itself.

When Queen Victoria came to the throne, there was little in the signs of the times to betoken as near at hand the national prosperity which was firmly established before she had been seated on her throne five and twenty years. National depression followed the exhaustion of English energy and finance which had been caused by the struggle with France. Long after the heavy war taxation had ended with Waterloo, and the conqueror of Waterloo had as ruler of the State reduced army expenses to an unexpectedly low figure, the national fortunes were at an alarmingly low ebb. Sinecures had been nearly abolished. A further saving of expense had been expected by the partial or practical disbandment of the Yeomanry. But between 1815 and 1845 the series of bad years was broken only in 1822-5. Even then, English enthusiasm at the liberation of South America from Spanish rule was followed by reaction consequent upon the sinking of British millions in loans to the Spanish Republics of the New World. During the first decade of the Victorian epoch, better harvests coincided with the importation of gold in small quantities from the Ural mines. The railway enthusiasm provided fresh employment for the working classes. More even than by gold and railways was done by the fiscal reforms due to Cobden, Bright, Peel, Villiers and Gladstone to give impetus to trade, and commerce, and to make England the market of the world. Hence the origin and multiplication of English millionaires. The country was thus gladdened by fitful gleams of a long unknown prosperity. But budgets continued to be bad, and Whig finance was in chronic disrepute. During no small part of a century, English exports had remained almost stationary at £51,000,000 a year. The distress was aggravated by the cotton spinning failures of 1842-3. On the eve of these the Burnley guardians told the Home Secretary of the inadequacy of their funds for the relief of local necessities. So gloomy indeed seemed the national fortune, that the Government of the day sold the Crown rights over Epping Forest. Nor as a fact was it till the forty-fifth year of the Queen’s reign that in 1882, this historic pleasure ground presented those scenes with which it is chiefly identified to-day.3

The first of the most striking transformations of the Victorian era took place in the eleventh year of the Queen’s reign and continued during two or three years thereafter. The gold discoveries in California began in 1848. They differed from those which had preceded them elsewhere on American soil in the circumstance that the new treasures were distributed among the entire population, and were not confined to a small band of despotic aliens, as had happened under the sway of the Spanish chiefs and the Incas of Peru. In 1850-1 the same precious metal as three years earlier had been yielded to diggers on the Californian slopes and on the banks of the Sacramento River was found to exist in the alluvial plains of Ballarat in our own Australian colonies. The practical value of these new sources of wealth was variously regarded by political critics and scientific economists. The French Chevalier, and our own Cobden predicted as a result of the new gold supplies a fall in the value of money, a revolution in property, the doubling of wages and prices and the impoverishment of capitalists. Others foretold the speedy exhaustion of the new gold mines. That view was sanctioned by the expert authority of the famous geologist, Sir Roderick Murchison, who spoke of the limits of the recently discovered gold as ‘Nature’s Currency Restriction Act.’ Sir Archibald Alison, not an incautious person, and certainly no friend to innovation, elaborately supported a contrary opinion. He engaged in a series of minute calculations for the purpose of showing that the gold supply now available could not be used up within four centuries. When the alluvial soil was drained of its precious deposits, there would, as Alison argued, remain the parent rocks, the cost of working which seemed likely to diminish and not to increase with time. Nor was this authority less sanguine as to the beneficent effects upon all classes and interests of the new gold. Commerce, he argued, would be promoted at every turn. With increasing production there would be fresh employment, a practical decrease in taxation, and generally in the payments made by the poorer classes to the rich. Before the Australian discoveries of 1850, scarcity of gold had, as Alison contended, raised the value of money, and emphasized the difference between the rich and the poor. The Currency Restriction Act had been passed in 1844. ‘Nature’s Grand Currency Extension Act’ was the name given by the historian to the fresh sources of wealth revealed in Bendigo and Ballarat. The facts and figures were something to the following effect. The discoveries of 1850-1 had added sixteen or eighteen millions to the world’s money in comparison with the eight or ten millions which in the fifteenth century and onwards had been provided by Mexico and Peru. On the other hand the economist Chevalier anticipated that, as a consequence of the new gold, money in ten years would fall by one half. ‘In 1800,’ so ran the argument of this economist, ‘the annual addition to the gold of Christendom was barely two and a half millions. In 1848 it amounted to thirty-eight millions. In 1858 the total was a hundred and ninety millions. Hence,’ he insisted, ‘between 1858 and 1868 the additions to the world’s available stock of the precious metal would be at least as much as the aggregate of additions during the three preceding centuries, that is four hundred millions sterling.’ The stages in this induction may be thus briefly epitomized. During the three and a half centuries since the voyages of Columbus and of Cabot opened the New World to the Old, two thousand millions sterling had been added to the gold and silver of our planet. The hectolitre of wheat before A.D. 1492 cost in Paris from 2s. 6d. to 2s. 9d. Between 1848-58 it cost 16s. 8d. In other words if the usual grain test be applied, money had fallen during three and a half centuries to nearly one-sixth of its original value. It was upon calculations like these as well as upon certain other considerations that Chevalier based his argument that the fresh influx of gold would make money fall again by three-fourths of its value. This was in effect to say that to procure the same amount of subsistence as hitherto four times as much gold would be required. Cobden’s anticipations were to the same effect. So general was the belief of an impeding depreciation of gold and appreciation of silver that Holland actually demonetized gold and adopted silver as its standard money. All these fears were doomed to disappointment. The hopes were more than realized. The third quarter of our present century has proved the most prosperous which modern Europe or the world has ever known. A careful and voluminous writer on this subject, the late R. H. Patterson4 attributes this miscalculation to the ‘famous currency principle’ which grew up after the great war.

The agencies that have changed the material basis underlying the structure of English society were thus fairly now in operation. They were supplemented by other circumstances all tending to produce the same result. Chief among these was the fact of the English coal supply surpassing that of other countries in its abundance and its universal distribution by land and sea. The character and the progress of the Victorian era are due in no small degree to the sagacity and shrewdness of the Prince Consort. He was now the first to recognize that the time had come when the cultivation of the artistic sense was alone needed to make the English workman the best in that world of which from the days of Chatham onwards, his country had been pre-eminently the workshop. French industry had not even yet recovered from the blow dealt to it by the revolution of the last century. That effacement of an earlier régime had differed in important particulars from all analogous movements in earlier ages. The havoc, the massacres, the proscriptions and confiscations of ancient Rome during her passage from a Republic to an Empire, had seriously affected the highest classes alone. The substitution for the French monarchy of a Robespierre first, of a Napoleon afterwards, had involved all orders in a common ruin. The Queen’s husband made it the business of his life to insure the maintenance of the advantage which history itself had thus given to English industry and manufacture, and which the fresh supply of the precious metal directly favoured.

The universal attraction to Englishmen of the Australian gold fields may be summarized in a very few facts and figures. In 1852 the English emigrants to the treasure stores of the Antipodes were 369,000; a larger number, that is, than was represented by the increase of the Queen’s subjects at home through the excess of births over deaths. Our population in fact stood still in order that Australia, like California, might be peopled. During the four or five years of the gold fever under the Southern Cross, we sent out 1,356,000; more, in other words, than the whole population of Scotland at the time of the Union. The annual average of English emigrants was thus a trifle over a quarter of a million. Somewhat later, the collapse of the railway mania in England and the potato famine in Ireland, swelled the average total of this annual exodus to nearly half a million.

Other results of the influx of gold during the second Victorian decade remain to be epitomized. The precious metal in the Bank of England, from less than eight millions in 1847, increased to twenty-two millions in 1853. The Bank rate during the whole decade was two per cent. The growth of trade was suddenly but steadily promoted. During 1853, twenty millions more of gold money than within any preceding twelvemonth changed hands among the public. Incidentally, it should be mentioned that a belief in the permanence of the low interest rate just mentioned caused Mr Gladstone, when Chancellor of the Exchequer in April 1853, to bring forward a scheme for the conversion of a portion of the three per cent. Consols, into Consols bearing a lower rate of interest, and that the interest on Exchequer Bills was a penny a day or one and a half per cent, per annum. The harvests of 1853-4 in England had been bad. The fresh purchases by the gold mine countries of English goods fully compensated us for the loss from this cause. The value of that custom may be judged from the figures which show the cost of life at the gold mines. In the early fifties flour rose to four times, meat to five times their usual value. An egg or a pill cost a dollar each.5 For a miner in tolerable luck £2 were not an exceptional day’s earnings. Nor between the years 1849-55 and onwards were the effects of the gold discoveries on foreign and domestic trade less noticeable. Within a single period of twelve months, the value of our exports increased by one-fourth. Most of these were required by consumers in California or in Australia as the case might be. The rise of wages owing to the rush to the gold fields amounted in 1851-2 nowhere to less than twenty per cent.; in some trades it was twenty-five per cent. In London the price of bricks was increased by fifty per cent. Liverpool, Manchester, Birmingham shared the general prosperity. Agricultural labour was not paid at a rate proportionate to its scarcity. The extent of that scarcity may be judged from Sir Morton Peto’s suggestion that the Militia should be called in to complete the operations of harvesting which were interrupted by the inducements offered by contractors to navvies at wages varying between four shillings and threepence, and four shillings and sixpence a day. Thus the competition of the gold fields industry was directly instrumental, not only in increasing trade, and therefore production and wealth in the mother country, but in improving the condition of the industrial classes at home.

This rise in wages was not however a pure gain. Before the end of 1855 prices had increased by nearly one-half. The Preston strike of 1853-4 opened that campaign between industry and capital which has been paid for by the representatives of both with so serious a deduction from their profits. Before the Preston strike, the unions had been mainly political organizations; thereafter they became industrial. Meanwhile on the other side of separating oceans new Englands were being created with incredible rapidity by the new gold. Already indeed Her Majesty’s subjects, without leaving their native land knew something of the Eldorado which Australia constituted even before the treasures of Ballarat and Bendigo had been unearthed. While as yet the nugget was a prize of the future, fortunes were realized by the shearing of flocks. Long before the 1851 Exhibition the Australian millionaire, returned to his native land, had become familiar to Victorian London. He did not yet often live in Grosvenor Square. He was to be found frequently in the best houses of the scarcely less palatial Westbourne Terrace or at a later date in Rutland Gate. The gold which enriched England created Australia, whose capitals can scarcely be said to have existed before the thirteenth or fourteenth year of the present reign. Gold gave to Victoria civilization and government. It built Melbourne. The same omnipotent agency changed New South Wales from a sparsely-inhabited tract to a populous and prosperous State. The extreme youth, as national life is computed, of Australia will perhaps best be realized when it is remembered that the founder of Melbourne, John Pascoe Falkner was yet alive, and welcomed to his capital the Duke of Edinburgh on the occasion of his visit to the Antipodes in 1860; and that Henty, Falkner’s associate and senior, survived at least to 1882.

In no department of industry were the immediate profits of Australian gold more appreciable than in our transoceanic mercantile marine. During the fifties European emigrants crowded every ship. Seamen’s wages leapt up by a bound to £4 a month.6 Between 1851 and 1859 the annual rate of emigrants was a hundred thousand. The gold raised during this period in Victoria fell little short of eighty nine millions. Imports rose to thirty pounds per head of the Victoria population, exports rose to fifty-six pounds per head. Previously to 1851 New South Wales could not be said to possess a foreign trade. In less than thirty years, by 1878, this commerce was reckoned annually by thirteen millions of exports, fifteen millions of imports. In New South Wales, too, the gold excitement was followed immediately by prosperity in coal fields which yielded not less than a million sterling. These are the circumstances that, rather than any domestic speculations or industries, explain the growth of the London plutocracy which has been so prominent a feature of the era now under consideration. Under Queen Elizabeth and the Cecils, fortunes made by lucky ventures in American and Indian trade were conspicuous. Under the Georges, after the victories of our great Admirals Howe, Jervis, Anson, foreign wealth was poured into England continuously long before large revenues were realized by the development of our mineral wealth. It has been already said that during some time after the Queen’s accession there prevailed general distress chequered by the influx of gold from Russia and by the beginnings of railway enterprise. From the earliest fifties a change for the better set in, with what results the income tax returns will show. The impost was extended to Ireland in 1855. In that year the assessed incomes were three hundred and eight millions. Ten years later the amount was three hundred and ninety-six millions. After another decade it was five hundred and seventy-one millions. In the financial year 1882-3 the figures were £612,836,058.

CHAPTER III

TRANSFORMATION BY STEAM

All projects of increased speed in locomotion denounced when first proposed. Sir Henry Herbert, M.P., in seventeenth century, on journeys between Edinburgh and London in a fortnight. Parliament on railways. Lord Clanricarde, Colonel Sibthorp, etc. George Hudson, the railway King. Charles Guernsey, the original of Thackeray’s ‘de la Pluche.’ Progress and sequel of the railway fever of 1846. The Queen’s first railway journey. Hudson and his fall. Comparison between mines and railways as sources of national wealth. Mr W. H. Mallock’s demonstration that the working classes of the United Kingdom have increased in wealth more noticeably even than the upper classes.

The truth of Mr Disraeli’s humorous description, in his Edinburgh speech of 1868, of boots at the Blue Boar agreeing with the chambermaid at the rival Red Lion about the folly and iniquity of railways, appears to be rooted in the constitution of human nature. All readers are familiar with the picture of the English traveller, drawn by Mr Apperley in his famous Quarterly article, The Road. This imaginary passenger had gone to sleep in the days when public conveyances could not be counted on to perform more than some half dozen miles an hour. He awakes in the era of the lightning coaches and quicksilver mails timed to perform twice that distance within the sixty minutes. If, as archæologists say, a certain Ericthonius of Athens7 invented some fifteen centuries B.C. the first chariot of which authentic record exists, he, too, was perhaps regarded as an enemy rather than as a benefactor by some among his amazed contemporaries. More than 3,000 years after the Attic revolutionary an English Member of Parliament, Sir Henry Herbert, said that a man who proposed to travel to and fro between Scotland and England within seven days each way would be voted fit for Bedlam.

By 1843, thirteen years, that is, after the historic steam locomotive between Manchester and Liverpool which caused the death of Mr Huskisson, the great railway systems of England existed in a form more or less complete. Eighteen hundred miles in all were open for traffic. Parliament had authorized the expenditure on them of seventy million pounds. Sixty million pounds had been so spent already. An average of three hundred thousand passengers was carried weekly. Neither by the opinion of parliament nor of the public were railways regarded with unequivocal favour, or even at all times with toleration. Colonel Sibthorp could say in the House of Commons that he considered all railways as public frauds and private robberies. Lord Fitzwilliam, Lord Lansdowne, the Duke of Wellington, Lord Clanricarde, all spoke of George Stephenson’s invention in the same contemptuous tones. The Morning Post in February 1842 dwelt with satisfaction on the fact that ‘the Queen never travels by railway;’ while Prince Albert who did sometimes patronize the train between Windsor and London was obliged only too often to protest: ‘Not quite so fast, Mr Conductor, if you please!’ Within four months of the Morning Post’s announcement, the Railway Times was able to record that Her Majesty made her first trip on the Great Western. A few months later the Royal passenger accomplished the distance between Southampton and Vauxhall in less than two hours without a hitch. Five years subsequently the Queen and Prince Consort journeyed to Cambridge for the installation of His Royal Highness as Chancellor in a train driven, as Her Majesty records, by George Hudson, the railway King. Between 1836 and 1846 the English mind was fairly reconciled to the new method of transit. The day had finally gone by when, as they had done a little previously, a firm of London solicitors could refuse the business of the Brighton line on the plea that coaches would drive off the trains in a month. From 1836 and onward the Liverpool and Manchester, the London and Birmingham, and the North Midland lines were all paying ten per cent. During 1846, the year of the railway mania, 440 railway Bills passed authorizing the construction of 8,470 miles and the raising of £180,138,901.

This was the zenith of the shortlived splendour of George Hudson, the railway King. He has been seen already in these pages, amid the Hyde Park crowd in the early forties, resting his large heavy person in his wife’s chariot. The man himself had first become known on the City Board of Health in York. Afterwards he was elected Mayor of his native town. In that capacity he made the acquaintance of George Stephenson. In 1845 the son of the York linendraper, now a power in the railway world was returned to the House of Commons as Member for Sunderland. His parliamentary career is alone, if at all, remembered to-day by the frequent encounters on the floor of the House between himself and Mr Bernal Osborne. Diverting memories of these were often recalled for the benefit of his friends by Hudson’s antagonist, with the generous admission of the raconteur that he had, in the ex-King, usually found his match, if not in humorous retort and thrust, yet in substantial argument. Two years after the ‘King’ drove the engine which took the Queen and her Consort to Cambridge, suspicions of Hudson’s motive and conduct took (April 19, 1849) a definite shape. The shareholders of the Midland demanded a Committee of Inquiry. The incriminated Chairman resigned his post, and quietly accepted his permanent eclipse. It was noticed to his credit at the time, and has not since been denied, that he made no efforts at self exculpation, disclosed no names or confidential transactions, and thus refused, as unquestionably it was in his power to do, to associate persons of the highest consideration with himself in his fall. Hudson was only the type of a class whose members were invested by the railway passion of the period with brief splendour and unsubstantial prosperity. In the Upper House, Lord Clanricarde mentioned how Charles Guernsey, a broker’s clerk, had subscribed fifty-two thousand pounds for shares in the London and York line. This was the undoubted original of Thackeray’s ‘de la Pluche.’ The total of his gains appears to have amounted to thirty thousand pounds. The essential facts of the sequel with very little of fictitious amplification are given by the novelist.

A reaction, as has been seen, followed the morbid enterprise of 1846. Its results, however, have endured to the present hour. In 1845 the United Kingdom possessed only two thousand four hundred miles of iron way. The capital invested upon these was only eighty-eight millions. Before 1850, the capital had increased to two hundred and thirty millions. To-day the aggregate miles of the railways of the United Kingdom are little, if at all short, of twenty thousand. The expenditure has been six hundred and thirty millions. The gross annual income is sixty millions. In order to appreciate with approximate accuracy the part played by the steam locomotive in the creation of nineteenth century wealth in England, or to define with practical distinctness that familiar term ‘the railway interest;’ it is necessary to examine this matter more in detail. In 1855 the total of capital represented by the United Kingdom railways was £297,584,709. In 1894, the latest date to which the Board of Trade returns are published, the total was £985,387,855. After forty years, therefore, the railway investments of these Islands had increased by £687,803,146.

Another chief source of national wealth and industrial employment during this reign has been provided by mining enterprise. In respect of the money value of each, what are the relations which the yield of subterranean labour has borne to the enterprises of steam upon the surface of the earth? In 1855 the value of all the minerals brought to the light of day is expressed by the figures £29,579,001. The figures referring to railways for the same year were, it will be remembered, seen to be £21,507,599. This comparison between the two shows therefore that in 1855 the mines exceeded the railways in value in round numbers, by eight million pounds. The exact figures of the excess were £8,071,402. Forty years later this balance is more than redressed. In 1894 the total of mineral wealth was £80,900,453. The entire railway receipts were £84,310,831. In other words, the surface opulence of the United Kingdom had not only made good its inferiority to the subterranean wealth, but had advanced beyond that rival, in round numbers, by three and a half million pounds. The exact figures were £3,410,378.