Anticipations. Герберт Уэллс

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translucent velaria to pull over in bright sunshine and wet weather. It would probably need less labour to manipulate such contrivances than is required at present for the constant conflict with slush and dust. Now, of course, we tolerate the rain, because it facilitates a sort of cleaning process…

      Enough of this present speculation. I have indicated now the general lines of the roads and streets and ways and underways of the Twentieth Century. But at present they stand vacant in our prophecy, not only awaiting the human interests – the characters and occupations, and clothing of the throng of our children and our children's children that flows along them, but also the decorations our children's children's taste will dictate, the advertisements their eyes will tolerate, the shops in which they will buy. To all that we shall finally come, and even in the next chapter I hope it will be made more evident how conveniently these later and more intimate matters follow, instead of preceding, these present mechanical considerations. And of the beliefs and hopes, the thought and language, the further prospects of this multitude as yet unborn – of these things also we shall make at last certain hazardous guesses. But at first I would submit to those who may find the "machinery in motion" excessive in this chapter, we must have the background and fittings – the scene before the play.12

      II

      The Probable Diffusion of Great Cities

      Now, the velocity at which a man and his belongings may pass about the earth is in itself a very trivial matter indeed, but it involves certain other matters not at all trivial, standing, indeed, in an almost fundamental relation to human society. It will be the business of this chapter to discuss the relation between the social order and the available means of transit, and to attempt to deduce from the principles elucidated the coming phases in that extraordinary expansion, shifting and internal redistribution of population that has been so conspicuous during the last hundred years.

      Let us consider the broad features of the redistribution of the population that has characterized the nineteenth century. It may be summarized as an unusual growth of great cities and a slight tendency to depopulation in the country. The growth of the great cities is the essential phenomenon. These aggregates having populations of from eight hundred thousand upward to four and five millions, are certainly, so far as the world outside the limits of the Chinese empire goes, entirely an unprecedented thing. Never before, outside the valleys of the three great Chinese rivers, has any city – with the exception of Rome and perhaps (but very doubtfully) of Babylon – certainly had more than a million inhabitants, and it is at least permissible to doubt whether the population of Rome, in spite of its exacting a tribute of sea-borne food from the whole of the Mediterranean basin, exceeded a million for any great length of time.13 But there are now ten town aggregates having a population of over a million, nearly twenty that bid fair to reach that limit in the next decade, and a great number at or approaching a quarter of a million. We call these towns and cities, but, indeed, they are of a different order of things to the towns and cities of the eighteenth-century world.

      Concurrently with the aggregation of people about this new sort of centre, there has been, it is alleged, a depletion of the country villages and small townships. But, so far as the counting of heads goes, this depletion is not nearly so marked as the growth of the great towns. Relatively, however, it is striking enough.

      Now, is this growth of large towns really, as one may allege, a result of the development of railways in the world, or is it simply a change in human circumstances that happens to have arisen at the same time? It needs only a very general review of the conditions of the distribution of population to realize that the former is probably the true answer.

      It will be convenient to make the issue part of a more general proposition, namely, that the general distribution of population in a country must always be directly dependent on transport facilities. To illustrate this point roughly we may build up an imaginary simple community by considering its needs. Over an arable country-side, for example, inhabited by a people who had attained to a level of agricultural civilization in which war was no longer constantly imminent, the population would be diffused primarily by families and groups in farmsteads. It might, if it were a very simple population, be almost all so distributed. But even the simplest agriculturists find a certain convenience in trade. Certain definite points would be convenient for such local trade and intercourse as the people found desirable, and here it is that there would arise the germ of a town. At first it might be no more than an appointed meeting place, a market square, but an inn and a blacksmith would inevitably follow, an altar, perhaps, and, if these people had writing, even some sort of school. It would have to be where water was found, and it would have to be generally convenient of access to its attendant farmers.

      Now, if this meeting place was more than a certain distance from any particular farm, it would be inconvenient for that farmer to get himself and his produce there and back, and to do his business in a comfortable daylight. He would not be able to come and, instead, he would either have to go to some other nearer centre to trade and gossip with his neighbours or, failing this, not go at all. Evidently, then, there would be a maximum distance between such places. This distance in England, where traffic has been mainly horse traffic for many centuries, seems to have worked out, according to the gradients and so forth, at from eight to fifteen miles, and at such distances do we find the country towns, while the horseless man, the serf, and the labourer and labouring wench have marked their narrow limits in the distribution of the intervening villages. If by chance these gathering places have arisen at points much closer than this maximum, they have come into competition, and one has finally got the better of the other, so that in England the distribution is often singularly uniform. Agricultural districts have their towns at about eight miles, and where grazing takes the place of the plough, the town distances increase to fifteen.14 And so it is, entirely as a multiple of horse and foot strides, that all the villages and towns of the world's country-side have been plotted out.15

      A third, and almost final, factor determining town distribution in a world without railways, would be the seaport and the navigable river. Ports would grow into dimensions dependent on the population of the conveniently accessible coasts (or river-banks), and on the quality and quantity of their products, and near these ports, as the conveniences of civilization increased, would appear handicraft towns – the largest possible towns of a foot-and-horse civilization – with industries of such a nature as the produce of their coasts required.

      It was always in connection with a port or navigable river that the greater towns of the pre-railway periods arose, a day's journey away from the coast when sea attack was probable, and shifting to the coast itself when that ceased to threaten. Such sea-trading handicraft towns as Bruges, Venice, Corinth, or London were the largest towns of the vanishing order of things. Very rarely, except in China, did they clamber above a quarter of a million inhabitants, even though to some of them there was presently added court and camp. In China, however, a gigantic river and canal system, laced across plains of extraordinary fertility, has permitted the growth of several city aggregates with populations exceeding a million, and in the case of the Hankow trinity of cities exceeding five million people.

      In all these cases the position and the population limit was entirely determined by the accessibility of the town and the area it could dominate for the purposes of trade. And not only were the commercial or natural towns so determined, but the political centres were also finally chosen for strategic considerations, in a word – communications. And now, perhaps, the real significance of the previous paper, in which sea velocities of fifty miles an hour, and land travel at the rate of a hundred, and even cab and omnibus journeys of thirty or forty miles, were shown to be possible, becomes more apparent.

      At the first sight it might appear as though the result of the new developments was simply to increase the number of giant cities in the world by rendering them possible in regions where they had hitherto been impossible – concentrating the trade of vast areas in a manner that had hitherto been entirely characteristic of navigable waters. It might seem as though the state of affairs in China, in which population has been concentrated about densely-congested "million-cities," with pauper masses, public charities, and a crowded struggle for existence,

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