This is the summary and contents for the series titled Urban Revolutionaries showing paintings of the urban growth of the eighteenth and nineteenth centuries in Europe and North America.

The lure of city life was all about the promise of material goods and wealth, fine clothes, and smart carriages, all the things that were lacking in rural life. By 1780, Paris had trebled in size from that of the early fourteenth century, to reach a population of 650,000. Its accelerated growth during the nineteenth century saw it grow to 2.7 million in 1901. This was enabled by the agricultural and industrial revolutions.

Introduction

During these centuries, the majority of those who had farmed the country abandoned their homes and livelihoods for a fresh start in the growing cities. This Danish family group has just arrived in the centre of Copenhagen, and stick out like a sore thumb, with their farm dog and a large chest containing the family’s worldly goods.

1 Leaving the country

Those who arrived from the country found towns and cities to be alien places. Although many were extensively redeveloped during the nineteenth century, common people were often forced into cramped slums away from their grand buildings and streets, such as these tenements for immigrants in New York City.

2 Living in the city

Urban areas had to provide paid work, often in mills and factories. Towns grew rapidly across the coalfields of northern Europe as mines were sunk to extract coal, and again where iron ore was readily available.

3 Factories

Industry turned to coal to fuel its growth, and mining expanded in the coalfields across northern Europe. Industrial nations developed an insatiable need for young men to work as miners. In Britain alone, annual production of coal grew from 3 to 16 million tons between 1700 and 1815, and doubled again by the middle of the nineteenth century.

4 Coal and construction

Unrest grew among the workers in industrial towns and cities, leading to the Paris Commune of 1871, and a succession of strikes across Belgium in 1886. Those spread to other areas, resulting in violent confrontations between workers and the police and military.

5 On strike

Cities had plenty of inns and taverns where folk could consume alcoholic drinks until they couldn’t pay for them any more. While alcohol abuse also took place in the country, it was in the towns and cities that it became most obvious and destructive.

6 Demon drink

Women were widely engaged in light factory work, such as production of fabrics and garments by spinning, weaving and assembly. Many were also employed in domestic service industries including laundry and sewing, to service the middle and upper classes.

7 Women’s work

Prostitution was one of the most common ways for women to earn a living in the growing cities of Europe during the nineteenth century. Like bars and places of entertainment, it only thrived where there were plenty of potential customers with money, in cities like London and Paris.

8 The Oldest Profession

Few who migrated from the country ever made their fortune in the city, and most faced a constant battle to avoid poverty. Just as some social realists painted rural poverty in the middle of the nineteenth century, others depicted urban poverty.

9 Poverty

A few who migrated to the towns and cities did prosper. For young women, success could come through the growing world of fashion.

10 Rags to riches

As population density rose, so accommodation became crowded, the streets were often full of people, and vehicle traffic threatened the safety of pedestrians.

11 Crowds and traffic

As cities grew and swallowed up surrounding countryside, some substantial areas within them were retained as urban parks. But those who used them were overwhelmingly middle class, not the city’s workers.

12 Parks

Holidays were a privilege for the lower classes, and unpaid until legislation often as late as the twentieth century. Despite that, some workers saved all year and took a week’s unpaid leave to travel by railway to coastal and other resorts.

13 Holidays

Early cities were swept by epidemics of plague. In the nineteenth century, those were replaced by other communicable diseases including cholera, influenza and tuberculosis. Although improvements in sanitation brought cholera under control, epidemics continued to take their toll.

14 Epidemic

Although life in the country could be thoroughly miserable, stress of city life brought (and still brings) strain resulting from the stress of everyday life.

15 Angst

Before the arrival of railways in the middle of the nineteenth century, travel was slow, and holidays were optional. Most of the working class in cities were grateful to get one day off each week, and in many cases that was Sunday to be spent in church. Most employers allowed their workers as little time off as they could get away with, and those who weren’t there simply weren’t paid.

By the 1870s, cotton workers in Lancashire saved all year and took a week’s unpaid leave to travel by train to stay on the coast, in what were known as Wakes Weeks. These allowed mill and factory owners to shut production down for that week in the summer to perform maintenance, while their workers recuperated by the sea.

Public holidays, officially known as Bank Holidays because banks were allowed to close for the day, weren’t introduced in England until 1871, and even then consisted of just four days a year, and remained that few for the next century. Workers had no right to any paid holiday until 1938, when employers were required to provide them with one week a year in addition to Bank Holidays.

Eugène Lepoittevin’s Bathing, Étretat Beach shows French families enjoying the beach in 1864, and their first tentative steps in the development of beach and swimwear. Those shown are all middle class, well-dressed and hardly taking unpaid time away from the factory.

Similar groups are shown visiting the bathing resort of La Grenouillère in the summer of 1869, in one of Auguste Renoir’s masterworks from early Impressionism. This is located a short distance downstream on the River Seine from Paris, and easily reachable by train.

In 1882 at Le Tréport on the Channel coast of France near Dieppe, Évariste Carpentier’s Le Tréport, Bathing Time again shows members of the middle class dressed in the latest beachwear. The young woman to the right of centre may still have her head wrapped in a bonnet, but you can see her lower legs and all her arm, almost to the shoulder. It’s noticeable that several heads have turned to look at her, as she walks in her sandals along the wooden walkway.

The railway came to Ramsgate in 1846, and with it the masses from London in search of a ‘cure’ from its waters. William Powell Frith holidayed there in 1851, when he made his first preparatory sketches for his painting of Ramsgate Sands (1854). On its beach is a more eclectic mixture of classes, reflected in their clothing and activities, although I still can’t see many from London’s factories or market-barrows.

In 1920 William S Horton painted this Punch and Judy show taking place on the beach at Broadstairs, Kent, a traditional family beach resort at the extreme eastern tip of the south-east coast of England. Most if not all are visibly well-dressed and hardly working class.

In 1902 Lovis Corinth visited the south coast of the Baltic, where he painted Swimming in Horst – Ostsee, now the Polish resort of Niechorze.

There are a few paintings showing lower classes in America away from their labours, though.

George Bellows’ Forty-two Kids from 1907 shows unruly youths at play by the water near a dilapidated wharf on New York City’s East River. These are from poor migrant families inhabiting overcrowded neighbourhoods in Manhattan’s East Side.

The nineteenth century brought huge changes in technology and society. Some, like telegraphy, telephones and radio, haven’t featured in many paintings, and even the bicycle has largely escaped the canvas. But the advent of railways, and later motor cars, had greater impact on visual art. In this weekend’s two articles, I trace the first century of railways in paintings from the early 1840s.

JMW Turner was among the first painters to capture this in his Rain, Steam, and Speed – The Great Western Railway in 1844. This pioneering railway connected London with rich farming country across the south of England, down into western counties, eventually reaching Cornwall in 1859, fifteen years after Turner completed this painting, and eight years after his death.

William Powell Frith’s The Railway Station (1862) captures the atmosphere of a major railway station in a capital city, here Paddington Station in London, by coincidence Brunel’s terminus for his Great Western Railway. Stations like this became a focus of activity, emotional partings and arrivals, migration, and a fair bit of crime too, everything the narrative painter might wish for.

Britain may have been the first to build railways, but the mania spread like wildfire across Europe and North America.

As the railroad, it started to cover the far greater distances of the USA and Canada. William Hahn’s Southern Pacific R.R. Station at Sacramento (c 1873-4) shows its rapid growth there.

Smoke, steam and other atmospheric effects brought inspiration to the French artists who were developing painting from where Turner’s death had left it.

France had been an early innovator and adopter, although such post-classical motifs wouldn’t have been appropriate for the Salon, of course. It took Édouard Manet painting his favourite model Victorine Meurent, in Le chemin de fer (The Railway) (1873), to break the ice. Its background is the Gare Saint Lazare in Paris. This painting was completed and sold in 1873 to the singer and avid collector Jean-Baptiste Faure, and astonishingly was the only painting accepted of three submitted to the Salon by Manet the following year, where it provoked outrage and ridicule, and a torrent of sarcastic cartoons in the press.

Near Manet’s painting in the Salon, a couple of works by Giuseppe De Nittis were given a warmer reception. Yet sometime between 1869 and 1880, De Nittis painted The Passing of a Train, his unashamed comment on the coming of the train.

As De Nittis, Monet, Pissarro, and the other Impressionists started painting in even more unacceptable styles around Paris, trains and railways came to appear even more.

Claude Monet’s The Railway Bridge at Argenteuil (1873) is one of his several landscapes centred on the railway from the years immediately after the Franco-Prussian War. At this time, Monet was a regular commuter by train: when he, Camille and his son moved out to Argenteuil at the end of 1871, he travelled the short distance into Paris by train.

Monet liked this bridge so much that he painted it again the following year, in The Railway Bridge at Argenteuil (1874).

By the last quarter of the nineteenth century, steam power had become so essential to modern life it was assimilated into the everyday. Paul Cézanne’s family estate in Aix-en-Provence was connected by rail to Paris by 1856, and express trains to the Mediterranean coast enabled many artists whose studios were in the capital to paint in the remarkable light of the Midi. The prominent light ochre structure sweeping across many of Cézanne’s views of Mont Saint-Victoire is the long viaduct built to accommodate the railway that transported artists between Paris and the coast of the Midi.

In 1877, Claude Monet became the most painterly railway buff of them all. By then, he was becoming detached from Argenteuil, and sought a new radically modern urban theme. Where more appropriate than the steaming hubbub of the Gare Saint Lazare? Caillebotte paid the rent for him on a small studio nearby, and Monet gained approval to paint in the station. By the third Impressionist Exhibition of April 1877, Monet had assembled seven views of the station, including one that even seemed to please the critics. Among the paintings from that campaign is his Arrival of the Normandy Train, Gare Saint-Lazare (1877).

Monet was too smitten to stop in the station, though. In his Train Tracks at the Saint-Lazare Station (1877) he reversed the view and started showing railway signalling.

He went even further in his Saint-Lazare Station, the Western Region Goods Sheds (1877), showing the working parts with the smoky city beyond.