The Victorian Spectator Sport of Pedestrianism

Posted on by Wolfgang Childerglas
Local history, Social History, Society & Culture, Sports history

“Pedestrian”, just a fancy word for walker, you say? Its certainly got nothing to do with the vocational activity we euphemistically call “street walker”, a very different kind of “pedestrian”. As we understand the term today, It’s hard to imagine that pedestrian with the suffix -ism added was the name of a highly popular and seriously competitive sporting pastime 150 years ago.

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Like golf, outdoor tennis, association football and the rugby codes, pedestrianism, a historical name for organised, competitive walking, has its origins in Britain Something of its sort was around in the 1600s but the activity reached a fuller expression in the 18th century, becoming a regular fixture at regional fairs along with horse racing and running.

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Image: Victorian-era.org

One such instance of pedestrian racing involving the exchange of money was within the purview of upper class gentlemen making carriage journeys between English cities and towns. Wagers would be laid by groups of gentlemen on their travels as to which of their footmen can beat the others to the intended destination, going on foot in advance of their masters’ carriages.

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Foster Powell (Poster published by C. Johnson n.d.)

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Fore-walkers of the ultra-marathon
By the late 18th century we start to learn the names of individuals like Foster Powell who devote all of their time and energy to great feats of walking endurance for monetary reward. Powell, the star of long distancing walking in his day (flourished 1760s–1790s) is considered the first leading exponent of the activity, prefiguring the rise of the professional ultra-marathoners in the late 20th century. Powell’s greatest accomplishment was a 640km distance walk—London/York/London—in five days and 18 hours in 1792, the fourth and final time he had attempted and completed the feat [‘Foster Powell, the Great Pedestrian’, Andrew Green, gwalter, 26-Jun-2020, www.gwalter.com].

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Often leading pedestrians would go head-to-head in wagered races (Image: US Lib. of Congress)

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Multi-day walking
Later in the 19th century the British enthusiasm for pedestrianism spread overseas to Canada, the US and Australia. In the last quarter of the century Six-day races including for women pedestrians were very popular both in the US and the UK, attracting up to 70,000 paying visitors during the event. The leading exponents included George Littlewood (the Sheffield Flyer) whose 1888 world record for the six days—623 miles, 1,320 yards—remained unbeaten for 96 years! In America serious money could be made…Edward Payton Weston won a $10,000 prize in 1867 for completing a walk of 1,828 km in 30 days (Portland, Maine to Chicago). Powell didn’t achieve the hoped-for riches from his marathon walking, he died in an impoverished state, but many others that followed him found that success in the activity could pay handsomely. Captain Robert Barclay Allardice in 1809 earned himself the sobriquet the “celebrated pedestrian as well as a purse of 1,000 guineas for walking 1,000 miles in 1,000 hours, an amazing test of (strength), stamina and sleep denial” [‘Captain Robert Barclay-Allardyce’, www.nationalgalleries.org]. For Allardice’s numerous extraordinary exploits on the road, the title of “father of modern race-walking” has been ascribed to him.

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Pedestrianism was exceedingly popular in post-bellum USA, drawing great crowds of paying spectators (Image: Alamy/BBC)

Professional pedestrianism in the Victorian era was not confined to males, the most famous and successful woman pedestrian was probably Londoner Ada Anderson. Her accomplishments, particularly the breaking of Capt Allardice’s “1000 in 1000” record prompted the Leeds Times to dub her “Champion Lady Walker of the World” in 1878. Anderson whose preparation included training in severe sleep deprivation, after dominating UK pedestrianism, found great acclaim on the American walking circuit.

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Source: 7 News

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Curbing the proclivity for “speed walking”
As pedestrianism became codified, the “fair heel and toe” rule was established for races. This meant that “the toe of one foot could not leave the ground before the heel of the other foot touched down”𝖆, however in practice “rules were customary and changed with competition” and walkers got away with jogging and trotting in races. [Pedestrianism’, Wikipedia, http://en.m.wikipedia.org]. The controversy over what constitutes legal walking has continued to dog the modern sport of race-walking to the present with disqualification of athletes in Olympic 20,000 and 50,000 km road events for “lifting” still a common occurrence.

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Olympic final (men), 3500m Walk, 1908

By the 1890s the Victorians’ vogue for pedestrianism had given way to cycling and other organised team sports. The 1800s activity of competitive walking for monetary gain morphed into the amateur sport of race-walking which found a permanent home in the Summer Olympics in the 1908 London Games. The IAAF/World Athletics organises a series of elite walking events for both men and women including the Olympics and world championships.

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Johnny Day with Nimblefoot 1870 Melb Cup (Image: Herbert James Woodhouse)

Footnote: Prodigy day walker nonpareil
It was not unusual for competitive walkers in the 19th century to turn their hand to other pursuits, some took up cycling, even a few like Ada Anderson ventured into the theatre. In the case of Australian walking wiz-kid Master Johnny Day, he transitioned from wonder boy pedestrian to Melbourne Cup-winning jockey in 1870𝖇. Day by age 10 had won a remarkable 101 walking contests (never beaten) and was hailed as world champion juvenile walker, before pursuing a career as an apprentice jockey in his teens [‘Master Johnny Day, Australian Champion Pedestrian’, National Portrait Gallery, www.portrait.gov.au].

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𝖆 as well as keeping one foot on the ground at all time walkers were required to ensure that their leading leg remained straight until passed by the trailing leg

𝖇 the premier race on the Australasian racing calendar

The Land That Banned Beer for the Greater Part of the 20th Century

Posted on by Sloane Snodgrasse
Public health,, Regional History, Social History, Society & Culture

❝ It is the prohibition that makes anything precious ❞
 ~ Mark Twain

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Prohibition, an international movement (Source: PBS)

IN the early decades of the 20th century a number of countries passed laws to restrict the domestic consumption of alcoholic beverages, most notably the US with its interwar Prohibition injunction. Typically the ban only lasted for limited periods of time in these countries before the laws were repealed. One country that was an exception to this was Iceland which established a countrywide “dry” era that lasted, officially at least, for over seven decades. Following advocacy from the country’s temperance and pro-independence movements1⃞ a referendum was held in 1908 in which adult male Icelanders2⃞ voted 60% in favour of outlawing alcohol, to take effect from 1915.

Denmark and Iceland

No to alcohol, no to Danish interdependence
 Part of the anti-alcohol drive emanated from political motives, prohibition coincided with the struggle of Icelanders to gain its independence, by rejecting alcohol they were distancing themselves from the parent, Denmark, and the Danish lifestyle (Danes have traditionally been among the heaviest drinkers of beer) (‘Why was Beer Banned in Iceland?’, Reykjavík Tourist Info, 27-Feb-2022, www.blog.rekyjaviktouristinfo.is).

The ban on wine was lifted in 1922, partly at least due to economic imperatives and the effect on Iceland’s GDP. Pressure came from its Iberian trading partners. The loss of their Icelandic market for red and rosé wines prompted Spain and Portugal to threaten to cease importing Iceland‘s salted cod. Lifting of the ban on spirits followed in 1935. Internally, a relaxing of the law was facilitated by the medical profession as doctors began prescribing the consumption of wine as a medicinal measure for the population. The banning of bjor (beer) however remained in force (‘Why Iceland Banned Beer’, Megan Lane, BBC, 01-Mar-2015, www.bbc.com).

Skál! (Photo: Scandification)

A ban on beer but not on all “beer products”
 Like what happened elsewhere, consumers of beer were still able to access and imbibe the frothy ale from several sources. The Icelandic war on beer was targeted at full-strength beer…beer (usually of the pilsner kind) which didn’t exceed 2.25% alcohol was not deemed illegal. The watered-down variety and “beer substitutes” were available, such as brennivin (distilled “beer-like” potato vodka). Home-brew (Landi) flourished, as did smuggling of the amber substance (fishermen could get their hands on a case or two easily enough). If you were a diplomat you could get access to beer as part of your official state duties.

The Prohibitionists’ reasoning
 The 20th century rolled on and the Icelanders’ ban on beer persisted. With beer less expensive than either wine or spirits, the authorities’ worry was that if cheap beer was freely available, this would lead to a contagion of heavy drinking in the community, especially among adolescents. By the 1970s there were signs of societal attitudinal change. Duty-free liquor could be purchased at airports by airline crews and foreign travellers, by the end of the decade this dispensation was extended to returning locals.

Icelandic White Ale 5.2% ABV (Photo: Muse on Booze)

End of the beer drought
Finally by 1988 more liberal attitudes towards the alcoholic brew’s place in modern Icelandic society prevailed. Polls in the 1980s showed that 6 in 10 citizens favoured beer’s legalisation…a groundswell of rising opinion against the ban’s continuance pushed the Althingi (Icelandic parliament’s) hand3⃞. The upper chamber of the national legislature voted (fairly narrowly, 13–8) to repeal the ban on beer, effective from 1 March 1989 (which henceforth became celebrated annually in Iceland as “Beer Day”).

Traditional sour Gose beer, Icelandic style (Photo: issuu.com)

Today the beer flows in Iceland, especially at this time in late January when Thorri Seasonal Beers are made available to the public4⃞. At any time of the year city locals can freely drink the latest Euro-fashionable craft beers infused with herbs and Arctic blueberries and just about anything else imaginable in microbreweries. Regulation of beer however has not entirely vanished…outside of airports citizens can only buy beer at the government-owned Vinbúdin stores and if you are under 20 the law still bars you from purchasing any grog in the stores or airports.

Endnote: government monopolies on consumer items are a bit of a thing in Iceland. Between 1910 and 1977 the only outlet where you could buy that staple of domestic sustenance, milk, was the Mjólkurbúò, a state-owned milk store (‘Fun facts about Iceland — Strange customs, weird laws and interesting facts’, Reykjavik Excursions, 15-Aug-2022, www.re.is). Tobacco sales are also regulated by the same state monopoly company as alcohol, Vinbúdin.

Iceland: Whale testicle beer (Source: au.whales.org)

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1⃞   at the time Iceland was in a “Personal Union” with Denmark, not securing full sovereignty and independence until 1944

2⃞   women were not permitted to vote in the poll although overwhelmingly they were in support of the liquor ban

3⃞ legislators were also persuaded by the tax revenue boost that legalisation of the popular brew would bring

4⃞  during Thorrabjór Icelanders can drink traditional beer brews flavoured with, for instance, smoked whale testicles (5.1% alcohol) – a drop decidedly NOT popular with conservationists though!

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The British Fin de siècle Obsession with National Degeneracy: the Anglo-Boer War, “New Men and Better Britons’”

Posted on by Bonza Rottwheeler
Regional History, Social History, Society & Culture, Sport
figcaption class=”wp-element-caption”>Turn-of-the-century “degen” lit

MORAL and physical decay was a preoccupation consuming the minds of Victorians in the late 19th century. Many Britons harboured nagging doubts that the world’s foremost empire might be in decline? The fear manifested itself in art and literature, especially in Gothic novels such as Dracula and The Strange Case of Dr Jeckyll and Mr Hyde and Dracula. Contemporary commentators, social campaigners, liberal imperialists and advocates of ”national efficiency” proffered a raft of varied explanations for the alleged condition of society. Blame was attributed to the rising crime rate, insanity, poverty, unemployment, immigration, radicalism, sexual deviance, feminism, VD, the transformation away from rural life to the disease-ridden towns and the very stresses of modern civilisation (labelled “the dark side of progress”) (‘Deviance, disorder and the self’, www7.bbk.ac.uk).

The Second Boer War, erupting in 1899, did nothing to settle these concerns. Imperial Britain’s early sub-par performance in the conflict against a “rag-tag” army of Afrikaner farmers fed into the rising tide of British fears of the degeneration of its racial stock. The first portends emerged even before the hostilities began – in the recruitment halls of Britain. The early Boer victories required British reinforcements from home leading to a manpower dilemma – the unhealthy British cities and slums churned out recruits from the working class who were “narrow-chested, knock-kneed, wheezing, rickety specimens” of men. At the time of the Boer War the average British soldier was of diminished stature, shorter than that of 1845…40% of those volunteering in Manchester recruitment halls were rejected as unfit for military service. By 1901 the percentage had increased even moreⓐ.

Afrikaner farmer-soldiers

Once the fighting began the lacklustre efforts of the British soldiers struggling to gain the upper hand left their Australian and New Zealand counterparts with a negative impression of the home country’s martial capability. While British soldiery laboured, the Australasian contingents of soldiers conversely equipped themselves well. Colonial troops from Australia and New Zealand possessed natural ability to shoot and ride, equipping them to perform well in the open war on the veldt…this plus their ‘bushman’ capacity to live off the land, meant that they clearly adapted to the South African conditions better than the British soldiersⓑ.

The Antipodean soldiers’ take home message from South Africa was that the “old Britons” were in decline, and that they, the “new Britons”, represented the “coming man”. This view fed into earlier established myths – Australia benefitted, it was said, from a climate infinitely better than Britain, a lavish land … making for a vigorous and healthy ‘race’. WK Hancock described the Australian ‘type’ of man as a harmonious blending of all the British types, nourished by a “generous sufficiency of food (good diet) …breathing space (vast countryside) and sunshine”. At the same time British voices were ominously warning of “racial suicide” and the waning of the nation’s “racial energy”, the self-styled “Better Britons” of Australia and New Zealand were talking up their own supposed “racial vigour”.

Britannia saving the world from barbarism (Source: http://teachmiddleeast.lib.uchicago.edu/historical-perspectives/middle-east-seen-through-foreign-eyes/islamic-period/image-resource-bank/image-07.html)

Footnote: “Degeneracy” out of vogue As Victorian Britain evolved into Edwardian Britain, the fears of racial deterioration didn’t diminish, birth-rates which were already in decline going back decades had plummeted dramatically since the Victorians. However, by the time of World War I degeneration theory had lost favour, advances in the understanding of genetics and the vogue for psychoanalytic thinking had prompted its obsolescence (‘Degeneration theory’, www.artandpopularculture.com).

Source: Pinterest
Postscript: Decadence and decay “Decay” is closely related to the word “decadence” (Latin, decadentia, meaning ‘fall”. In 19th century imperialist thinking decadence and decay was a characteristic associated with the colonial anxieties of empire. The phenomenal success of the imperial powers, it was thought as in the case of past examples like Rome, made the elite complacent and weak, thus the seed of its downfall. The response of contemporary Europeans was a preoccupation with the morality and cultural values of their own societies (‘Decline and Fall’, William Rees, History Today, January 2023).

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ⓐ one contemporary commentator, cricket writer Albert E Knight, thought the remedy for the physical and moral degeneration of Englishmen lay in cricket – advocating for the creation of more playing fields as an antidote to the decline of young working class men, so that they could be the beneficiaries of the ”cricket way of making honest and healthy Englishmen”

ⓑ a report conducted in 1904 with the title “Inter-Departmental Committee on Physical Deterioration” confirmed that Britons were even more physically unfit than the war had suggested

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Building a Better Bike: The Evolution of the Modern “Safety Bicycle”

Posted on by Sloane Snodgrasse
Old technology, Social History, Society & Culture, Sport

THE absence of cars in cities during the coronavirus lockdown has been a boon to cyclists, both for the recreational kind and for commuter cyclists. There has been an “unprecedented surge in popularity” of bicycle traffic—even in the land of the automobile, the United States—with many bike shops reporting a doubling of their average sales…such is the demand now that bike manufacturers can’t build them fast enough [‘Cycling ‘explosion’: coronavirus fuels surge in US bike ridership’, (Miranda Bryant), The Guardian, 13-May-2020, www.theguardian.com; ‘Australia is facing a ‘once in a lifetime opportunity’ as cycling booms, advocates say’, (David Mark), ABC News, 16-May-2020, www.abc.net.au].

Starley’s Rover (Source: sewalot.com)

The renewed present enthusiasm to take up bike-riding in response to the pandemic recalls earlier periods of “bike-mania”in the West—late 1860s to mid-1870s and the 1890s—as the humble bike was evolving into its modern form. Credit for the basic look of the standard, no-frills bicycle as we we think of it today is generally given to John Kemp Starley for his 1885 invention, the “Rover Safety Bicycle”. The Rover’s similar-sized wheels, chain drive attached to the crankshaft and rear wheel, diagonal frame and relative lightness (20kg) retains the basic design of the modern bicycle [‘Pedal Your Way Through the Bicycle’s Bumpy History’, [Evan Andrews), History, 30-Jun-2017, [www.history.com].

1889 Ladies Rover Safety Bike (Image: bicyclehistory.net)

The Rover was seen as a curiosity at first, but when two years later John Boyd Dunlop manufactured the pneumatic tyre, it was a game changer for the new bicycle. Starley’s prototype and all two-wheelers that followed now had a smoother, cushioned ride on the typically bumpy roads of the 19th century. Being lighter the new bike also went faster [‘How bicycles transformed our world’, (Roff Smith), National Geographic,17-Jun-2020, www.nationalgeographic.com].

Fischer’s pedal-bike: Tretkurbelfahrrad
(Photo: www.schweinfurtfuehrer.de)

The bike by various other names

Most folk are aware that before the modern bicycle there was the penny-farthing – also known as the high-wheeler or by the all-purpose term, the ‘ordinary’. The farthing, whose feasibility owes much to French mechanic Eugène Meyer’s innovation of the tension-spoked wheel, was popular through to the end of the 1880s but prone to accidents❉. The lineage of the modern bike however goes back still further – to the bulky, all-wood laufmaschine (“running machine”), invented by Karl von Drais in 1817 in western Germany. The laufmaschine⌧ was the first mode of transport to utilise the in-line, bi-wheel principle, but slim-lined and graceful it wasn’t! Bereft of pedals, brakes and chains, it was propelled by the rider pushing against the ground. The addition of pedals came with another German inventor, Philipp Moritz Fischer, and modified by a French blacksmith/ inventor, Pierre Michaux, both contributing to the development of the modern bicycle. The 1860s brought a variant on the velocipede known as the ‘boneshaker’ (aptly describing the experience for the rider). Nonetheless, with its stronger and malleable metal frames it sparked the first bicycle craze in France which then spread worldwide. By the 1870s the ordinary was state-of-the-art in bikes with its hollow steel tubular frames and forks, steel rims and solid rubber tyres. By now the bike epicentre had crossed the Channel to England and the new standard became the ‘Ariel’ model designed by James Starley of Coventry (uncle of John K Starley), who added centre pivot steering, tangent spokes and a mounting step [‘A Beautifully Illustrated History of Nearly Two Centuries of Bicycle Design and Technology’, (Tony Hadland & Hans-Erhard Lessing), Slate, 22-Jul-2014, www.slate.com; ‘From boneshakers to bicycles’, Britannica, www.britannica.com].

The Drais Laufmaschine, 1817

1890s, the world gone crazy for the bicycle

By the 1890s demand for the new safety bicycle saw mass production take off. The earlier “high rollers” were now past tense. Bikes were now practical and stable vehicles with gears and brakes, the earlier serpentine-shaped frame replaced by a diamond pattern. By the decade’s end most bicycles were only 11 to 16 kg in weight (Britannica). Another technological breakthrough making riding easier for the cyclist came in 1898 when Briton William Reilly invented the prototype for variable gears, a two-speed gear called “The Hub”. Columbus Bicycles in Hartford, Connecticut, could make a bicycle a minute due to the speed of its automated assembly line – a technological innovation later successfully copied by the automobile industry⟴. The transfer of technology from bicycles could be seen in various ways. Both Henry Ford and the Wright brothers started as bike mechanics before making the switch to the invention and production of other, more advanced forms of transport (Smith).

Sturmey-Archer, 3/4-speed gears (Image: www.sturmey-archerheritage.com)

Instrument of freedom and independence
The bicycle gave the masses mobility, it no longer mattered that the less well-off couldn’t afford to travel by horse and carriage…bicycles were affordable, lightweight and easy to maintain. Ordinary folk suddenly were able to explore the countrysides, visit towns and places – far and near. Just about everyone, it seems, got into the act of riding bicycles – royalty and rulers in places like Russia, Zanzibar and Afghanistan took up cycling; First-wave feminists – Susan B Anthony declared that “bicycling emancipated women more than anything else”; women were especially enthusiastic as the activity allowed them to escape their voluminous and cumbersome Victorian skirts for more practical attire such as bloomers. When the lighter, less unwieldy safety bicycles came along, police in the UK were quick to adopt them in their work. Likewise, the NYC police commissioner Teddy Roosevelt mounted the city police on bikes to apprehend the new “public danger” of ‘scorchers’ (“speed demon” cyclists ) (Smith).

Source: Pinterest

The new craze for bicycles got the nod of approval from the US medical fraternity as well…advocated by doctors as “a boon to all mankind, a thing of beauty, good for the spirits, good for health and vitality” [David McCullough, The Wright Brothers: The Dramatic Story Behind the Legend, (2015)].

The conventional explanation for the demise of the bicycle boom is the rise of the commercially-viable automobile, but other factors may have contributed to the bicycle’s decline, such as the rapid growth of the early mass transit systems such as streetcars and trams which were a more practical alternative to bikes, especially in bad weather (Britannica).

1971 Tour de France (Source: Profimedia)

Endnote: in 2020 with the wholesale disruption to international sport due to COVID-19, the world’s premier event in the cycling calendar, the Tour de France was in a very select group of major sporting events given the green light to go ahead as normal, albeit delayed.

Columbia Bicycles, Connecticut (Source: etsy.com)

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❉ the penny farthings were inherently unsafe hence the name applied to Starley’s improved-design bike, the Rover safety bicycle. Also appearing around this time were the tricycle and the unicycle
⌧ it also went by other names, draisienne and vélocipède, and by the derogatory name, “dandy horse”

⟴ Columbia Bicycles got into the business in the 1870s when its proprietor and bike enthusiast Albert A Pope starting importing Excelsoir Duplex ordinaries from England, the manufacturer also formed the League of American Wheelmen to advocate for better roads in American for bicycling – the “Good Road Movement” of the 1890s [‘Albert Augustus Pope’, Wikipedia, http://en.m.wikipedia.org]