Victorian Chester

(work in progress)



The Victorian era was the period of Queen Victoria's reign, from 20 June 1837 until her death on 22 January 1901. The era followed the Georgian period and preceded the Edwardian period, and its later half overlaps with the first part of the Belle Époque era of Continental Europe. Morally and politically, this period began with the passage of the Reform Act 1832. There was a strong religious drive for higher moral standards led by the nonconformist churches, such as the Methodists, and the Evangelical wing of the established Church of England. Ideologically, the Victorian era witnessed resistance to the rationalism that defined the Georgian period and an increasing turn towards romanticism and even mysticism with regard to religion, social values, and arts.

By the 1830's traditional manufacturing trades in Chester, including the making of clay-pipes, clocks and gloves were in serious decline, if not entirely extinct. Ship-building at the Roodee was entering a terminal phase and rope-making barely survived. Both of the two cotton mills had closed by the 1820's, so one of the leading industries of the Industrial Revolution had failed to establish itself in Chester. While in the 18thC. the City Fair's had been dominated by linen (the trade peaked in the 1760's), by 1830 the trade was dead. The reasons for the collapse of the linen trade center around the decline in the Chester/Dublin trade route, as its ends moved from Dublin to Belfast and Chester to Liverpool, as well as the substitution of cheaper cotton for linen. In the impoverished economy, areas away from the glamour of Eastgate Street and upper Bridge Street became progressively more decayed. Stanley Palace became "a decayed mansion", while Gamul House was divided into tenements. The polarisation of rich and poor was noted at the time - Hemingway thought that there were few places in the country where the gentry formed such a high proportion of the population and he was pleased that the lack of factories meant the absence of "the crowda of the lowest rabble they engender". George Lee Fenwick commented:


 * "..for a long time [Chester] lay almost motionless upon the great tidal wave of progress which was sweeping past, but at length a movement became apparent, and even ancient Chester.. ..could no longer withstand the onward rush of events. The turning point dates from the accession of Queen Victoria." (A History of the Ancient City of Chester, 1896)

By 1840 Chester's older and wider trade connexions had withered and it had been forced into a diminished role servicing the local region. Modest new industries had appeared in the leadworks, steam milling, and ironfounding, but the heavy reliance on providing services for the hinterland implied a dependence on its fortunes and the need for improved transport connexions. From 1840 the railways provided the means by which that could be achieved.

Superpower
During the Victorian age, Britain was the world's most powerful nation, having inherited a vast commercial empire from the Georgians. Though not always effortlessly, it was able to maintain a world order which rarely threatened Britain's wider strategic and commercial interests. Britain's naval might was not openly challenged on the high seas between Admiral Horatio Lord Nelson's famous victory at Trafalgar in 1805 and the World War One Battle of Jutland with the German navy in 1916. The United Kingdom's population at Victoria's accession in 1837 was about 25.5 million, eight million of whom lived in Ireland. At her death in 1901, it had risen to 41 million, but that of Ireland had almost halved, mostly due to the devastating famine from 1845 - 1847, the result of a failed potato crop, due to the blight Phytophthora infestans.

The Railways


The Victorian era saw Chester transformed into something of a "Railway Town", but not one that benefitted from the industry that railways brought (such as Crewe). Rather the railways brought access to visitors and customers. "Railway Mania" was an instance of speculative communications frenzy in Britain in the 1840s. It followed a common pattern, similar to that of the "Canal Mania": as the price of railway shares increased, more and more money was poured in by speculators, until the inevitable collapse. It reached its zenith in 1846, when no fewer than 272 Acts of Parliament were passed, setting up new railway companies, and the proposed routes totaled 9,500 miles (15,300 km) of new railway. Few made a fortune, most lost their money. Much the same pattern was followed in the 1990s in the stock of telecom companies.

During the late 1830's there was much discussion of the possible route of an improved rail and sea communication with Dublin. With the passing of the Act of Union in 1800, creating the United Kingdom of Great Britain and Ireland, elected Irish members of the new United Kingdom Parliament sought the same quality of travel and postal facilities as their fellow members from England, Wales and Scotland. Improvements continued slowly during Georgian Chester, and by the time Thomas Telford had completed his A5 road with improvements through Shrewsbury, Llangollen, Betws-y-coed, Bangor and his Menai Suspension Bridge in 1826, the London to Holyhead journey by road and ship was down to under 30 hours. Chester's Grosvenor Bridge was to a large part a response to Telford's A5 route and the percieved threat to the historic Irish trade in Chester.

The origins of the General Station came about as a consequence of the fragmentary nature of early railway development where many individual companies built relatively short lines that only later came to form strategic national routes. The major routes into the station were all completed within the decade from 1840 to 1850. Lines to Birkenhead and a month later the Crewe begain the railway age in Chester in 1840 connecting through to the national rail network and London Euston. In November 1846 the Chester & Shrewsbury line was opened from Ruabon to Chester and by 1848 it was completed through to Shrewsbury affording a direct link from Chester to London Paddington. The Chester & Holyhead Railway was authorised in July 1844, but by November 1846 it was opened only as far as Saltney. Completion to Bangor followed in May 1848, Holyhead the final destination only being reached in 1850 on the completion of the Brittania Bridge across the Menai Straits. The last major line to reach Chester General was the Warrington Line of the Birkenhead Lancashire and Cheshire Railway. This line was authorised in 1846 and opened in 1850. A branch to Whitchurch opened in 1872 and the line to Mold & Denbigh as early as 1849. In November 1846 the Chester & Shrewsbury line was opened from Ruabon to Chester and by 1848 it was completed through to Shrewsbury affording a direct link from Chester to London Paddington. The last major line to reach Chester General was the Warrington Line of the Birkenhead Lancashire and Cheshire Railway. This line was authorised in 1846 and opened in 1850. A branch to Whitchurch opened in 1872 and the line to Mold & Denbigh as early as 1849.

From 1841 to 1871 Chester enjoyed thirty economic boom years. The main evidence for this is the extent of migration to the city and population growth, but prosperity was also reflected in a large rise in the number of businesses and in the amount of rebuilding in the city centre. The arrival of the railways reasserted Chester's importance for transport and consolidated its function as a service centre for the region. A limited growth in manufacturing further diversified the economy. In choosing their route through the City, and given the main imperative of creating efficient communication with Ireland through the new port of Holyhead, the railway avoided the City Centre, locating Chester Station in an outlying area of marshy land known as Flookersbrook after the stream that ran through it. The land was occupied only by market gardens and a single row of cottages: one of which was occupied by a shoemaker who had to be forcibly evicted. The growth of Hoole followed quickly.

The Chartists
One of the themes which ran through Georgian Chester was the gradual development of electoral procedures, both for the parliamentary seats (dominated by the Grosvenors) and the Corporation. Both were the subject of what would now be seen as blatant corruption and malpractice, although that was commonplace at the time.

The passing of the Reform Act 1832, failed to extend the vote beyond those owning property, and the political leaders of the working class made speeches claiming that there had been a great act of betrayal. This sense that the working class had been betrayed by the middle class was strengthened by the actions of the Whig governments of the 1830s. Notably, the hated new Poor Law Amendment was passed in 1834, depriving working people of outdoor relief and driving the poor into Workhouses, where families were separated. It was the massive wave of opposition to this measure in the north of England in the late 1830s that gave Chartism the numbers that made it a mass movement. It seemed that only securing the vote for working men would further change things.

In 1839 the state of the country was unsettled and there was much talk of possible riots by the Chartists - and possibly even an attack on Chester Castle. The Castle was next to Chester Gaol, where Chartists were held (as in the Chartist song "Chester Gaol"). General Sir Charles Napier wrote to Chester as follows:


 * Major Bayly, August 10th.—I attach little credit to the threatened attack on Chester Castle, yet be prepared. You must urge the town magistrates to swear in special constables and arm the pensioners; the gentlemen of the city may arm themselves also. Be most careful of the castle and cautious how you weaken your garrison in case of danger. Colonel Wemyss has orders if armed insurgents move from Hyde towards Chester to have them pursued by as strong a body of cavalry as he can spare.

By April 1840 General Sir Charles James Napier was moved to Chester from Nottingham with a force of cavalty and troops to quell potential riots.

The Gilded Age


There has been much debate as to the causes of World War I and the actual picture is still considered unclear. The deepest distinction among historians remains between those who focus on the actions of Germany and Austria-Hungary as key and those who focus on a wider group of actors. Some historians maintain that Germany deliberately sought war while others do not. The main distinction among the latter is between those who believe that a war between the "Great Powers" was ultimately unplanned but still caused principally by Germany and Austria-Hungary taking risks, and those who believe that either all or some of the other powers, namely Russia, France, Serbia and Great Britain, played a more significant role in risking war than had been traditionally suggested. A view has been put forward that the cause was Jingoism. Marxist historians see it as the inevitable clash of capitalist systems, while Social Darwinists see it as a conflict over resources following a period of growth into new empires. Others have suggested that the development of the Dreadnought, a fast highly advanced warship with an "all big gun" configuration, showed the world that it was possible to build a navy which could compete with the long-standing British dominance of the seas. There are arguments and counter-arguments all ways.

Related Pages

 * Chester Station: how the railways transformed Chester;

Online

 * THE CHARTIST PRISONERS, 1839-41

Chester in Other Historical Periods



 * Before The Romans;
 * Roman Chester;
 * Dark Ages;
 * Medieval Chester;
 * Tudor Chester;
 * Stuart Chester and Civil War;
 * Georgian Chester;
 * Victorian Chester;