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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..d7b82bc --- /dev/null +++ b/.gitattributes @@ -0,0 +1,4 @@ +*.txt text eol=lf +*.htm text eol=lf +*.html text eol=lf +*.md text eol=lf diff --git a/75248-0.txt b/75248-0.txt new file mode 100644 index 0000000..61e0e9b --- /dev/null +++ b/75248-0.txt @@ -0,0 +1,1950 @@ + +*** START OF THE PROJECT GUTENBERG EBOOK 75248 *** + + + + + + PEGASUS + + + + + TO-DAY AND TO-MORROW + + _For a full list of this Series see the end + of this Book_ + +[Illustration: + + GUY ONE-TON LORRY + + Hauling a full load up a one-in-two gradient (notice the vertical + stick hanging from string from lamp bracket) + + [_Frontispiece_ +] + + + + + PEGASUS + PROBLEMS OF TRANSPORTATION + + + BY + + COLONEL J. F. C. FULLER + + WITH 8 PLATES + + LONDON + KEGAN PAUL, TRENCH, TRUBNER & CO., LTD. + NEW YORK: E. P. DUTTON & CO. + + + + + _Printed in Great Britain by_ + MACKAYS LTD., CHATHAM + + + + + PREFACE + + +The first part of this little book, namely “The Battle of the Iron +Horse,” appeared, very much as it stands, in the September number of +_The National Review_, 1925, and I have to thank the editor, Mr. Leo +Maxse, for his kindness in allowing me to republish it. + +The second part is based partially on personal experience and +reflection, and partially on the lectures and papers of others. In the +war, the tank brought me to realize the enormous possibilities of +cross-country movement, and, in 1921, I set down my ideas as regards its +commercial future in a pamphlet entitled _Economic Movement_, which was +published in 1922. + +Of the works of others, I have borrowed ideas from the following:— + +“Improvements in the Efficiency of Roadless Vehicles.” A paper read +before the members of The Institution of Automobile Engineers, by +Colonel P. H. Johnson, C.B.E., D.S.O., December, 1921. + +“Multi-Wheel and Track Motor.” A paper read before the members of the +above Institution by Major T. G. Tulloch, March, 1923. + +“The Progress of Mechanical Engineering in the Military Service.” A +lecture delivered before the members of The Institution of Mechanical +Engineers, by Major G. le Q. Martel, D.S.O., M.C., January, 1924. + +“Transport in Tropical Africa.” A paper read before the members of The +Royal Society of Arts, by Mr. R. H. Brackenbury, February, 1925. + +“The Roadless Transport Problem.” A paper read before the members of The +British Association, by Colonel P. H. Johnson, C.B.E., D.S.O., August, +1925. + + J.F.C.F. + + _Staff College, Camberley. + November, 1925._ + + + + + CONTENTS + + + PAGE + INTRODUCTION 9 + + THE BATTLE OF THE IRON HORSE + The Railway Centenary 13 + The Protean Problem 17 + The X-Ray Transporter 20 + Erichthonius, Wheelwright 25 + The Philosopher’s Steam 29 + George Stephenson, Engine-wright 32 + The Nature of the Beast 40 + Protean Ignorance 44 + + THE CONQUEST OF THE ELYSIAN FIELDS + The Equation of Power and Movement 48 + The Riddle of the Gordian Knot 52 + The Problem of Unemployment 59 + The Problem of Power 66 + Problems of Movement 69 + Two-Dimensional Movement 77 + The Elysian Fields 87 + The Wings of Pegasus 91 + + + + + PEGASUS + + PROBLEMS OF TRANSPORTATION + + + + + INTRODUCTION + + +Whatever man does entails movement, mental or bodily. Movement is, in +fact, the mainspring of his evolution and of the civilization which this +evolution engenders; consequently, in the economic growth of movement +must be sought the direction of all progress, both physical and +psychological. As the mind of man moves, so does the world, in which +this mind works, move round him, delivering up to his imagination and +his hands the mysteries it so sedulously hides. For it is through the +conquest of mysteries that man, the mystery of mysteries, strides out of +a dark and unknown past towards some unknown future. + +It would be both logical and easy, I think, to start with the soles of +man’s feet and to work upwards to his brain. To show how, from simple +walking, man’s natural means of progression, he took to riding, and then +thought of the oar, the wheel and the sail, until to-day he rushes over +the surface of the earth, surges through the waves and roars through the +air, excelling the horse, the fish and the bird. But in so small a book +as this it is not my intention to write a history of transportation. In +place, I intend to consider two things: first, the reaction against +novelty of movement, and secondly, the possibilities of what to-day is +still a novel form of movement, namely, the movement of roadless +vehicles, that is of vehicles which do not require roads for their +locomotion. Also, I intend to show how these vehicles may help us solve +several of our most pressing problems, and above all that of +over-population at home and under-population in our Dominions and +Colonies. + +If I can do this with any semblance of success, it may perhaps excuse +the restrictions I am placing on this subject, for I fully realize the +immense future possibilities of other means of movement. The railway has +not come to the end of its evolution, far from it to any reader of Mr. +Horniman’s book, “How to Make the Railways Pay for the War,” in which +Mr. Gattie’s “third-dimensional” railway system is described, a system +which bids fair, were it introduced, to prove as revolutionary as George +Stephenson’s locomotive itself. Nor has the steamship, except perhaps in +size, reached its utmost development, for every day heralds a further +improvement, and, as for aircraft, they are scarcely out of the nursery; +yet I am of opinion that, until a radical change in their engines is +introduced, and this change may demand a new motive force, their utility +in peace will be severely restricted, and, if restricted in peace, in +numbers they are not likely to be so numerous in war as some people +imagine. I mention these things here because of the limit I have placed +on the items I intend to examine when compared to the subject of +economic movement as a whole. + +I have called this little book Pegasus, not only because this famous +steed had wings, which to me are the wings of imagination, but because +he was born near the sources of the ocean and sprang from the blood of +Medusa. To me, the sources of the ocean are symbolic of these little +islands of ours, which produced not only the first practical steam +engine and the first locomotive, but also the footed wheel which +developed into the caterpillar track. Further, Medusa, that monster who +turned all who gazed on her to stone, is surely the incarnation of that +obstructive ignorance which, by impeding originality of idea and novelty +of action, compels thought and things to grow, and through struggle with +her to prove their utility and worth. + + + + + THE BATTLE OF THE IRON HORSE + + + THE RAILWAY CENTENARY + +I must begin somewhere, and since I refuse to begin at the soles of +men’s feet, which are the beginning of his anatomy, the earth is our +natural datum point, I will begin just a hundred years ago, when the +world we know to-day was as remote from the world as it was then, as the +world I hope to point the way to will, in many ways, be as remote from +the world as it is now. + +On the 27th of September, of this very year in which I write, took place +the centenary of the opening of the Stockton and Darlington railway, and +though it was not the first line to be constructed in England (for the +Killingworth railway was built in 1814, and again this was not the first +upon which locomotives ran), its claim to priority is nevertheless well +founded, for it was the first railway the public noticed, and, in +democratic countries, the birth of anything original must date from the +moment the most ignorant in the land realize its existence. It flatters +ignorance to be always first—such is democratic pride. + +The 27th of September, 1825, was a very remarkable day in the world’s +history, one of those birthdays which have no predictable date, but +which depend on the outburst of genius of some great man. The great man +was a humble and self-taught engine-wright from Killingworth, one George +Stephenson, albeit an honest and persevering man, a worker, a thinker +and a dreamer; one of those human thunder clouds which, from time to +time, beat up against the conventional currents of thought, and out of +which flash the lightnings of unsuspected things—a very remarkable and +creative man. + +On the 27th of September, a hundred years ago, a great concourse of +people assembled at Brusselton Incline, some nine miles from Darlington. +There, the travelling engine, as it was called, driven by George +Stephenson, the greatest genius of his age, moved forward amidst shrill +blasts of its whistle, “with its immense train of carriages,” +thirty-eight in number; “and such was its velocity,” writes an +eye-witness, “that in some parts the speed was frequently twelve miles +an hour!” It took sixty-five minutes to cover the nine miles to +Darlington, and the multitude stood aghast! + +But the other day, I travelled in the “Detroiter” from New York to near +by the front door of Mr. Henry Ford—another remarkable and self-taught +revolutionary—the distance, if I remember rightly, some seven hundred +and fifty miles, and the time taken was fourteen hours. From Brusselton +Incline the iron horse hauled away, amidst wild excitement, the +stupendous load of ninety tons. At Pittsburg, I have seen locomotives +hauling six and seven thousand tons of coal, puffing by all unobserved. +Surely Einstein is right, the relative is only true, and ninety tons in +1825 was almost as unbelievable as to-day would be a centaur galloping +between the taxis of Piccadilly or Fifth Avenue. + +All this must have been remembered during the centenary celebrations +this year, and broadcast from meeting room, assembly hall and dinner +table, for centenaries lose their interest without much feeding. There, +little men in tail coats, morning jackets and lounge suits, some with +trousers creased and others somewhat baggy at the knee, according to the +political creed of the wearer, in port and beer, and, in America, I know +not what, toasted the memory of the great man. Pæans and praise gushed +from their arid heads like the water from the rock smitten by Moses. +These little men, sitting for a bare few minutes on the chariot wheel of +genius, did say, “What a dust do we raise!” And in our morning papers we +read of all this blather and pomposity, and overlooked an eternal truth. +For we got into our railway carriages next day and complained of their +unfitness for human habitation, even of the most temporary nature, and +condemned the line we were travelling on as impossible, because the +train was five minutes late. Outwardly a very ordinary picture, all +this—the drinking, speechmaking and travelling troubles of little men, +some strap-hangers to genius, but most quite normal nonentities; yet +behind it all lurks a somewhat interesting problem—the protean +psychology of the very ordinary man. + + + THE PROTEAN PROBLEM + +Since that famous Brusselton gathering, the noise of which has long +deafened the world to the wonder of its sound, what changes do we see! A +whole earth rejuvenated, as humanity, like a shuttle, works the woof of +a new civilization through the warp of an old. Civilization is built on +movement, and the picture of life to-day is as different from that of +1825, in rough proportion, as a cinema show differs from a neolithic +rock painting. In this short hundred years, the life span of a very old +man, such a revolution has been brought about by the locomotive that the +world has been reborn. And, to our limited intelligence, always that of +a child, we have forgotten the events of this first birthday; and the +changes, which it conjured out of the depths of ignorance, are to-day +accepted by us all as the essentials of our surroundings and as +necessitous to our lives. + +If some magician could appear to-day, and, by a wave of his wand, banish +all railroads to limbo, a calamity would fall upon this world to which +no parallel could be found since Noah entered the Ark. The greatest +plagues, famines and wars would vanish like wisps of smoke into the +night, when compared to its all-consuming horror. It would be like +dragging out of the human body the arterial and venous systems, and yet +leaving the man alive, an aching mass of bones and fiery nerves. The +picture is indescribable, it is beyond the grasp of intelligence to grip +it, and yet, in 1825, the ancestors, the grandfathers, and great +grandfathers, and great grandmothers, too, of all the little men who in +1925 were dressed in dinner jackets (or tuxedo, as they call it over the +Atlantic) morning coats and lounge suits, made to measure and “off the +peg,” were shouting down George Stephenson, even more boisterously than +their grandsons and great grandsons this year shouted him up. This, then +is the protean problem, that eternal truth overlooked as we read in our +newspapers that a workman has been killed in Walworth or a girl has +deposited a baby outside an A.B.C. in the Strand, and so on, _ad +infinitum_, the long categories of the normalities of life. This is the +inner problem George Stephenson has to teach us, and let us consider it, +for it is a live and moving problem, and one which will not be +masticated by very ordinary men, as they gulp down their beer, their +port or iced water. It is the problem of “‘Hail, king of the Jews,’ one +day and ‘Crucify Him’ the next.” It is, as I say, the veritable protean +problem of humanity, and nine hundred and ninety-nine human beings out +of every thousand are very, very, ordinary men. + + + THE X-RAY TRANSPORTER + +Let us picture to ourselves another magician descending on this earth of +ours, a man of magic with the prosaic name of John Smith, yet none the +less a man of genius, for all such are magicians in very fact. He is a +very modern genius, and, I will suppose that he has discovered how to +transform any and all physical things into ether waves moving at 186,000 +miles a second, and that he can precipitate in its original form any +article or being sent to any given spot; all this arrived at by tapping +a key or pressing a button. + +What a traffic problem is here opened to this world; so immense that it +puts to blush the power of that horrid wizard who would remove our +railways. Its conception is no more impossible than that of +broadcasting. Even in so remote a village as Camberley (thirty miles +distant from London, and there I write), where electrical genius is +conspicuously absent, I can switch on to Paris and listen to Galli Curci +or any other human bird. And what appears to me far more marvellous, +simultaneously a fisherman in Trondhjem can do likewise. An immense +audience in fact this Galli Curci can command, and totally unknown to +her, totally unseen and out of contact even with itself, a dust of +individuals, each speck of which can travel on or off her song by mere +pressure of the hand, each speck of which can travel by ear at infinite +speed and to any civilized point on the globe. If this is not magic, +what is? + +If song can be etherealized, why not then the singer? How much more +remarkable would it not be, in place of scanning bold headlines of dead +workmen and deposited babies, to read that Melba will sing in New York, +at a quarter past three next Saturday afternoon, and at the Opera House +in Paris, that very same day, and but twenty minutes later. + +If we can transmit one thing, surely the day must soon come when we +shall be able to transmit all things, and my genius John Smith is the +man of that day. What could he not do? He could solve the traffic +problem in Regent Street or Broadway, for all, astonished reader, you +would have to do would be to sit on a transmitter, press a button, and +in the minutest fraction of a second, you would find yourself in Peter +Robinson’s, or Mr. Morgan’s office, or wherever you wanted to go, all +for a penny or a couple of cents! He could banish the Communists to the +moon, where there are no capitalists and where there is plenty of ice to +keep their heads cool. He could replace the League of Nations by a row +of chairs. The Grenadier Guards would fall in to the stentorian yells of +their Sergeant-Major to be seated. The button would be pressed by the +Army Council and, in less than a twinkle of an eye, they would be doing +their famous goose-step down the Sieges Alle, to the utter consternation +of the terrible Teuton. + +Dear and crawling reader, what could he not do, and what could not you +do? Half-a-crown, or half-a-dollar, would take you round the world—bag, +baggage and all. And if you do not forget your purse, you can breakfast +in New York at a cafeteria, lunch with Ongo-Pongo on the shores of Lake +Chad, have tea in Yoshiwara, at the “Nectarine” for choice, and sup with +Doris in the Bois de Boulogne at 8.30—this, indeed, is to live. + +But what would you do—you beefsteak-eating bull of a Briton, yes, what +would you do? You would don your lounge suit or your morning coat, or +your tuxedo, as your great grandfathers did right back in 1825. You +would become thoroughly traditional and would say: “Why, this man is +mad—a raving lunatic! Send me to Lake Chad?... Good God, man, what is he +thinking about ... Lock him up!” + +Then the storm would burst. The leading engineers, “eminent” as they are +called by every newspaper, would say it was contrary to etheric law; +Harley Street would be thoroughly up in arms, for all their old lady +friends might suddenly betake themselves in a second to Madeira and get +cured of their ailments; the physicians would say the human frame cannot +stand this rush; the bath-chairmen would say that their occupation was +gone; the lawyers would say it was illegal and that it would lead to the +Cocos Islands becoming a refuge for criminals; the soldiers would say, +how could they be expected to protect this dash dashed land, why, it did +not fit their strategy, therefore it _must_ be wrong. And what would the +clergy say? Heaven alone knows, for whilst antiquity and things +antiquated separate the Churches, any novelty of a progressive nature is +apt to bring them together with amazing unanimity. + +The reader may be beginning to think that I, the writer, am off my head, +but I am not. So far, all I have done is to reveal protean +possibilities, now I will turn to actualities of the same psychological +order. I will imagine that this genius Mr. Smith has, in disgust, +removed himself to Aldebaran, and that we are about to get back to the +Brusselton Incline. + + + ERICHTHONIUS, WHEELWRIGHT + +I must have missed the Incline in my haste to get back to Brusselton, +for I find myself in Athens in the Minoan age, or thereabouts, for the +year is 1486 B.C. Everyone seems very excited; porters have thrown down +their baskets and are yelling unintelligible words, yet of a pronounced +and universal meaning; shoemakers are beating at a house door with their +lasts. Whatever is up? A dainty little creature, some now far away +Doris, approaches me and says: “Do you know what that old blighter (my +Attic is weak) has done? Why, he has invented a thing called a chariot, +and all these poor people have lost their jobs.” + +Of course, Erichthonius never invented the chariot; the idea of a pure +inventor is but a piece of proletarian imagery, a morsel of that +ignorance which is the soul of the crowd. This old man, even if he ever +lived, which seems doubtful, did no more than Savery did, or Newcomen, +or Watt, or Stephenson, or Marconi did; that is, he was a link in that +great chain we call progress, each link being the great thought of a +great man. Tutenkhamon had his chariot as we well know, and many another +before him, and we read in the Acts of the Apostles of a eunuch of great +authority, a kind of Maître d’Hôtel of Candace, queen of the Ethiopians, +journeying to Jerusalem sitting in his chariot reading Esaias, the +prophet, which is no mean compliment to the Roman road-makers in +Palestine. + +I must, however, hasten back to Brusselton, for there lies my goal; but +stop, what is this? “A whirlicote,” a “Noah’s Ark,” or, in common +language, an Elizabethan coach; for sure—a direct descendent of the +handicraft of Erichthonius. The Earl of Rutland, it is said, first built +whirlicotes in this country, in 1565, and, in spite of the villainous +condition of the roads, my lords and ladies soon took to them. This, +apparently, was a sure proof, in its day, that the country was going to +the dogs; for, early in the seventeenth century, a bill was brought into +Parliament “to prevent the effeminacy of men riding in coaches.” +Hitherto Englishmen had ridden or walked, why should they not continue +to do so, why not, indeed? + +In the first quarter of the seventeenth century, the number of coaches +in London was reckoned at six thousand and odd, and in a curious old +book, published in 1636, and recently reprinted, called “Coach and +Sedan,” of these six thousand and odd whirlicotes we read:— + +“I easilie (quoth I) beleeve it, when in certaine places of the Citie, +as I have often observed, I have never come but I have there, the way +barricado’d up with a _Coach_, two, or three, that what hast, or +businesse soever a man hath; hee must waite my Ladie (I know not whose) +leasure (who is in the next shop, buying pendants for her eares; or a +collar for her dogge) ere hee can find any passage.” + +It is Regent Street or Fifth Avenue over again, for, according to this +author, when there is a new Masque at Whitehall, the coaches stand +together “like mutton-pies in a cooke’s oven,” and then he adds: and +“hardly you can thrust a pole between them!” + +In its turn, the stage coach was opposed tooth and nail, because it was +something new. In 1671, Sir Henry Herbert, M.P., stated that: “If a man +were to propose to convey us regularly to Edinburgh in seven days, and +bring us back in seven more, should we not vote him to Bedlam?” Sir +Henry Herbert is what I call a psychological Proteus, a kind of +intellectual amoeba which propagates itself by simple division, the +parts of which are always with us and alike—they never die. + + + THE PHILOSOPHER’S STEAM + +The Brusselton Incline is now in sight, so I will pause and look back +whilst I regain breath. The horse of Troy was a very wonderful beast, +and many strange things came out of it, for it was the strangest thing +man had seen since the Ark. But years after Troy was burnt, a stranger +thing was seen in Alexandria. It was called an aeolipile, a kind of +rudimentary steam engine, which was invented by one, Hero, in 130 B.C. +He used it to open and close the doors of a temple, yet it was +eventually destined to open the portal of a new world, a glimpse of +which would have sent Hero or Columbus completely out of their minds. +Yet these greater doors remained closed for seventeen hundred years, +when another, this time Battista della Porta, in the year 1601, +re-discovered the power of steam. + +In 1641, Marion de Lorme, accompanied by the Marquis of Worcester, +visited the madhouse of the Bicêtre in Paris, and this is what he +writes:— + +“We were crossing the court, and I, more dead than alive with fright, +kept close to my companion’s side, when a frightful face appeared behind +some immense bars, and a hoarse voice exclaimed, ‘I am not mad! I am not +mad! I have made a discovery that would enrich the country that adopted +it.’ ‘What has he discovered?’ asked our guide. ‘Oh!’ answered the +keeper, shrugging his shoulders, ‘Something trifling enough; you would +never guess it; it is the use of the steam of boiling water.’” + +Who was this maniac? It was Solomon de Caus, he had a vision whilst +dabbling with steam vessels, and he had seen carriages and ships +propelled by steam. This was too much for men dressed in half hose and +doublets, or whatever was the tuxedo of their day. “Carriages driven by +steam ... lock him up!” So he was locked up. But the idea lived on, and +it grew. There was Giovanni Branca, Edward Somerset, Marquis of +Worcester, then Thomas Savery, who, in 1698, obtained a patent for a +water raising engine. There were others, Jean de Hautefeuille, who, in +1678, suggested the piston; Denis Papin, 1690, of cylinder and piston +fame. At length Thomas Newcomen, 1705, something near success; others +still, Humphrey Potter, Henry Beighton, but all waiting for _the_ man. +Then _the_ man came in the form of a poor instrument maker, and the new +Jerusalem of the steam age was Glasgow, for there did he work. This man +was James Watt, who, having realized that the cylinder of an engine +should always be as hot as the steam which entered it, in 1769 threw +open the doors of the most stupendous epoch in economic history. The +transmutation of heat into mechanical work had been discovered, it was +the true stone of the philosophers, the “Open Sesame” to another age. + + + GEORGE STEPHENSON, ENGINE-WRIGHT + +In the very year James Watt built the first practical steam engine, +namely, the year 1769—the year Napoleon was born—fearful riots were +taking place in Russia, because some enlightened person had introduced +the potato, a useful vegetable as we all know, yet at this time one in +which the Russian peasant saw the Satanic thumb, for he was certain that +this humble vegetable was the “devil’s apple.” Though why this should +have detracted from its nutritive qualities I cannot say. + +Looking back now, and we are nearing Brusselton, it seems to me that +there is no difference between the spirit of these deluded peasants and +those who, with shoe lasts, beat vigorously on the door of +Erichthonius’s house. They are one and all Sir Henry Herberts, though +the particular cut of their clothes may differ. George Stephenson, +having studied steam engines in general and Mr. Trevithick’s crude and +inefficient locomotive in particular, determined to build one of his +own, and, with the support of Lord Ravensworth, he accomplished this +feat at Killingworth in 1814. There the first efficient locomotive was +made. Had Lord Eldon been a Russian, he would probably have objected to +potatoes, but being an Englishman he preferred bigger game. “I am +sorry,” he said, “to find the intelligent people of the North-country +gone mad on the subject of railways.” A few miles had only been opened, +but this was quite sufficient to establish madness, and by some other of +his ilk, the adage, “A fool and his money are soon parted,” was applied +to Lord Ravensworth. + +The Killingworth railway was followed by the Stockton and Darlington +line. Mr. Edward Pease, the Quaker supporter of Stephenson, had said: +“Let the country but make the railroads, and the railroads will make the +country.” Be it remembered that locomotives had been working at +Killingworth, and very efficiently, for ten years; but there were others +who, unlike Mr. Pease, were full of the spirit of old Herbert. The Duke +of Cleveland opposed the measure in Parliament, as the line would pass +through his fox covers, and, due to his influence it was thrown out. A +new survey was made, avoiding these precious earths, and the railway was +built. + +The next line was that between Manchester and Liverpool. Lord Derby +turned out his farm hands to chase Stephenson’s surveyors off his +estates. Lord Sefton did likewise, and the Duke of Bridgewater +threatened to shoot them at sight. Stephenson had his theodolite so +often smashed that he deemed it wise to hire a prize fighter to carry +it. The “Quarterly Review” supported the project, and it is curious to +read what it said, for it will give the reader some idea of the +virulence of the opposition. It says: + +“What can be more palpably absurd and ridiculous than the prospect held +out of locomotives travelling _twice as fast_ as stage coaches! We +should as soon expect the people of Woolwich to suffer themselves to be +fired off upon one of Congreve’s ricochet rockets, as trust themselves +to the mercy of such a machine going at such a rate.... We trust that +Parliament will, in all railways it may sanction, limit the speed to +_eight or nine miles an hour_, which we entirely agree with Mr. +Sylvester is as great as can be ventured on with safety.” + +This was praise indeed, and it is amazing that the British Parliament, +which is always full of ordinary men, did not take the hint and limit +the speed of the locomotive to that of a trotting horse. Nevertheless, +though this grand opportunity was missed, the Parliamentary Committee +did all in its power to obstruct the measure. One of its members asked +George Stephenson: “Suppose a cow were to stray upon the line?” There +was a hush of horror, then he added: “Would not that, think you, be a +very awkward circumstance?” “Yes,” answered Stephenson, “very awkward +indeed—_for the coo_!” + +The leading councils openly declared that this “untaught and +inarticulate genius” was mad.... “Every part of the scheme shows that +this man has applied himself to a subject of which he has no knowledge, +and to which he has no science to apply.” Not only would these +locomotive engines be a terrible nuisance, “in consequence of the fire +and smoke vomited forth by them,” but “the value of land in the +neighbourhood of Manchester alone would be deteriorated by no less than +£20,000!” “The most absurd scheme that ever entered into the head of man +to conceive,” shouted Mr. Alderson, the leading counsel. “No engineer in +his senses would go through Chat Moss,” solemnly declared Mr. Giles, the +most eminent engineer brought forward by the opposition. He estimated +the cost of such a project at £270,000. Stephenson did it for £28,000, +but the line was an expensive one as it had so many fox covers to avoid. + +All this was but a preliminary skirmish, the main battle now began. The +beef-eating Briton was thoroughly aroused. George Stephenson was +considered to be an incarnation or certainly an implement of his Satanic +Majesty. The public were appealed to, and ever ready to hinder progress, +they took off their tuxedo, smocks, frocks, morning coats or whatever +covered their bodies, and formed phalanx against the common foe. A +meeting of Manchester ministers of all denominations was convened. This +meeting declared that the locomotive was “in direct opposition both to +the law of God and to the most enduring interests of society.” This set +match to powder. The doctors declared that the air would be poisoned and +birds would die of suffocation. The landowners, that the preservation of +pheasants and foxes was no longer possible. Householders, that their +houses would be burnt down and the air polluted by clouds of smoke. +Horse-breeders, that horses would become extinct. Farmers, that oats and +hay would be rendered unsaleable. Innkeepers, that inns would be ruined. +Passengers, that boilers would burst. Heaven knows who—“that the +locomotive would prevent cows grazing, hens laying, and would cause +ladies to give premature birth to children at the sight of these things +moving at four and a half miles an hour!” + +Yet there was this consolation. The very, very ordinary man, the British +public at large, declared that “the weight of the locomotive (six tons!) +would completely prevent its moving, and that railways, even if made, +could _never_ be worked by steam power.” Yet for ten years now, and +more, the Killingworth engines were running daily! + +The Stockton and Darlington line was a tremendous success; so also was +the railway between Manchester and Liverpool, yet opposition thickened +rather than lessened. In 1830, the “Rocket” had attained a speed of +thirty-five miles an hour, yet, in 1832, Colonel Sibthorpe (the Army now +come into the picture and oh! how bravely), declared his hatred of these +“infernal railroads,” and that he “would rather meet a highwayman, or +see a burglar on his premises, than an engineer!” When the Birmingham +railway bill was before Parliament, Sir Astley Cooper, that most eminent +of surgeons, declared: “You are entering upon an enormous undertaking of +which you know nothing. Then look at the recklessness of your +proceedings! You are proposing to destroy property, cutting up our +estates in all directions! Why, gentlemen, if this sort of thing be +permitted to go on, you will in a very few years _destroy the +noblesse_!” And this, from a man who had been knighted for cutting a wen +out of George IV.’s neck! + + + THE NATURE OF THE BEAST + +All this is not only amusing, but vastly instructive—these beaters of +shoe lasts on the lintel of genius. Here we have a deep and vivid study +presented to us of popular ignorance, that universal coagulant of truth. +In 1824, George Stephenson had said to his son and a companion: “Now +lads, I will tell you that I think you will live to see the day when +railways will come to supersede almost all other methods of conveyance +in this country—when mail coaches will go by railway, and railroads will +become the Great Highway for the King and all his subjects. The time is +coming when it will be cheaper for a working man to travel on a railway +than to walk on foot.” + +The victory was won in 1825, the year following this memorable prophecy; +yet, in 1835, the reactionaries were still fighting a rear guard action, +and we find the landed gentry sending forward their servants and luggage +by rail and condemning themselves to jog along the roads in the family +coach. On the Continent it was just the same, and even in 1862 the Papal +Government opposed the opening of the Rome and Naples railway. The rear +guard fought on until June, 1842, when, on a certain Monday, Her Majesty +Queen Victoria made her first railway trip. It was from Windsor to +London, and her coach had a crown on its roof. The reactionaries went +head over heels, donned their frock coats or whatever garment +appertained to their social rank, and declared the railway the greatest +blessing God had ever permitted man to discover. The Marquis of Bristol, +wildly excited, said that “if necessary, they might _make a tunnel +beneath his very drawing-room_,” and the Rev. F. Litchfield that he did +not mind if a railway ran through his bedroom, “with the bedposts for a +station.” Ever irrational and unbalanced, very ordinary men went as mad +on railways as they had been mad against them. The panic of 1844–1846 +was the result. In the last-mentioned year applications were made to +Parliament for powers to raise £389,000,000 for the construction of new +lines. + +On the 26th of June, 1847, a year before George Stephenson died, he +attended the opening of the Trent Valley Railway. Sir Robert Peel was +his host and proclaimed him “the chief of our practical philosophers.” +Seven baronets and two or three dozen members of Parliament, all in +frock coats and tall hats, did homage to the great engineer, whilst the +clergy blessed the enterprise and bid all hail to the new line as +“enabling them to carry on with greater facility those operations in +connection with religion which were calculated to be so beneficial to +the country.” + +I wonder what passed in George Stephenson’s mind. In 1825 he was +universally proclaimed mad and a danger to society; in 1847 he is +proclaimed “the chief of our practical philosophers” and the saviour of +society. I wonder which he objected to most—their abuse or their praise? +Both, I should imagine, were largely overlooked by him, for he was a +very great man, and surely those who abused him and praised him—very, +very small—truly insignificant. + + + PROTEAN IGNORANCE + +Protean ignorance never dies; this is the problem which confronts us. +George Stephenson has only been my peg upon which I have hung this musty +old skin, indeed no golden fleece, but just as magical, so that I might +the better examine it; and a fine stout peg it is—all of British oak. + +Stephenson was the father of the locomotive; as to this there can be no +dispute, and equally can there be no doubt that the locomotive has +changed the superstructure of the civilized world, yet its foundations +remain permanently fixed. Matter fluctuates as the will of man unmasks +the material world; but the soul of man remains fixed, abiding in the +solitude of his ignorance. + +Ignorance and stupidity are always with us, they are the Dioscuri of the +temple of life. To change the material world is like changing our +clothes, to change the spiritual world is like changing our intestines. +Spiritual, I admit, is not the exact word, neither is moral nor human. +To me, the spiritual is all-pervading and uninfluenced by intelligence +or reason. A man who is grossly ignorant is grossly religious, for he is +a worshipper of idols. + +To-day we see the multitudes bending the knee to Baal, and yet we see +them surrounded by misery, woe and suffering. No disease is incurable, +no ill cannot be conquered. But every would-be saviour, however humble, +must prepare for crucifixion, because the very multitudes they would +save are in themselves their worst enemies. + +Henry Herbert never dies, he was here before Adam took form from out the +dust of Eden, and he will be the last man to leave this earth when the +last trumpet sounds, and I have not the slightest doubt that he will +then question the wisdom of the Almighty. He will question the wisdom of +all things new, and yet, to-day, the world is groaning for novelty, for +material growth means also material decay. Though very ordinary men can +build middens, it is only the extraordinary man who can shift these +piles of refuse—accumulations of old traditions, customs and accepted +things. To me the moral of this centenary is not the power of steam, but +the power of the will of man. George Stephenson triumphed over all +difficulties, because he was possessed of a will to win. The stronger +opposition grew the more mighty grew his will. Protean ignorance has, +therefore, its virtue; it renders progress difficult to attain; it is +the whetstone of genius. When we realize this, in place of wringing our +hands in lamentation when Henry Herbert beats his last against our door, +we open it and look at him, and laugh, and then close it and go on with +our work—in one word, we persevere. Laughter and Perseverance, surely +these two are the shield and sword of progress. + + + + + THE CONQUEST OF THE ELYSIAN FIELDS + + + THE EQUATION OF POWER AND MOVEMENT + +Power and Movement, these are the foundations of civilization and the +sire and dam of progress, and before the days of Watt, Fulton and +Stephenson, all Anglo-Saxons, how shallow were they laid; so shallow +that their social and industrial superstruction is, to-day, difficult to +visualize, let alone to understand. Here is a little glimpse, and if not +a very dramatic one, yet one which is apt to make us wonder at this lost +world of little more than a century ago, a world all but obscured in +clouds of steam. + +In 1770, Adam Smith wrote (and be it remembered that for fifty years +after this date the picture remains true) the following:— + +“A broad-wheeled wagon attended by two men, and drawn by eight horses, +in about six weeks’ time carries and brings back between London and +Edinburgh near four ton weight of goods. Upon two hundred tons of goods, +therefore, carried by the cheapest land-carriage from London to +Edinburgh, there must be charged the maintenance of a hundred men for +three weeks, and both the maintenance, and, what is nearly equal to the +maintenance, the wear and tear of four hundred horses, as well as of +fifty great wagons.” + +To-day, when the trans-Siberian railway is in working order, a man can +travel in the same time, with four tons of baggage if he wishes, from +London to Tokio and back. Edinburgh is four hundred miles from London, +and Tokio is some eight thousand miles from this same city; such has +been the expansion of movement and the contraction of space, and +to-morrow aircraft may reduce the time taken to a fortnight. + +The fire of Prometheus is as a rush-light compared to the volcano of +steam which, like all great world forces, is a mixture of Pandora and +her box; for it has given us beauty and wealth, and also ugliness and +starvation. It revived the world, bled white during the Napoleonic wars, +and, in place of conquering the world as the great Corsican attempted, +it recreated it. + +When men began to move by steam power, Titans strode this earth. In +peace time we see science advancing as it had never advanced before, +industry growing beyond belief or imagination. Cities spring up in the +night, such as Chicago, for whilst, in 1830, its population numbered a +hundred souls, to-day it holds nearly three millions. Nations grew and +doubled, trebled and quadrupled their populations, and the wealth of +Crœsus is to-day but the bank balance of Henry Ford. Yet out of all this +prosperity, created by steam power, arose the Great War of 1914–1918, +which, in its four years of frenzy, was to show a surfeited civilisation +the destructive power of steam. + +What do we see during this last period of roaring turmoil? A curious +picture. The railway and the steamship, which, during days of peace, +increased movement out of all belief, during war end by impeding it. +Like great funnels, we see the railways, pouring forth cataracts of men, +veritable human inundations, and then we see that, though it is easy to +move masses by rail, once the rail is left behind, it is next to +impossible to supply these masses by road, or to move them in face of +gun and machine gun. The war becomes a war of trenches, not a moving +war, but a stationary affair—men look at each other and sometimes shoot. + +As peace begets war, power and movement are the foundation of the +second, just as they are of the first. On the battlefield or in the +workshop, power is useless without movement. It is no good setting up a +boot factory, unless you can get the boots on to the feet of the people, +and in war it is no good piling up bayonets, unless you can get them +into the intestines of your enemy. Thus, it happened that, before the +war was three months old, though each side possessed much power, power +in itself was useless, for it could not be moved. The remaining four +years of the war were spent in solving the equation of power and +movement. + +This problem was partially solved by the tank, which possessed both +power and movement. And from the armies which used these machines, and +there were never very many of them, little streamlets of men trickled +forward out of these great stagnant human pools, and the war was won. + + + THE RIDDLE OF THE GORDIAN KNOT + +What is our problem to-day? It is again the problem of power and +movement; not a new problem, but a very old problem, in fact the eternal +problem dressed up in a new frock. Our problem is to revive our old +industries, so far as they can be revived, and to establish new ones, +for industries, like the human beings who create them, grow old, come on +the pension list and die. Our problem is, as it was during the war, to +shift the population, to demobilize our great army of unemployed, and to +cause it to trickle from our over-populated little island into our +underpopulated Dominions and Colonies. Lastly, our problem is to secure +ourselves against another war. + +To-day, we find ourselves in a veritable labyrinth of difficulties, but +there must be a way out, possibly several, for otherwise we could not be +standing in its centre. We have got into it, so we can get out of it, as +we have of many a former maze; but how? + +It is here that I think the spirit of George Stephenson can help us, and +it is for this reason that I have taken up so much of this little book +with this great man’s name and work, and with the difficulties he faced +and, undaunted, conquered. His motto was “Perseverance”; let it be ours. +He did not talk over much, but he took his coat off and got to work. He +worked single-handed and was obstructed at every turn. The whole country +was against him, yet he conquered, and, more to him than to any other +man a century ago, it seems to me, were the problems, which then faced +England, solved, and they are the problems which face England now. + +As it may be said, and with some truth, in fact a great deal of truth, +that the railway made the war, since it made the peace which preceded +the war, so with equal truth may it be said that the petrol engine, +encased in a tank, by making peace possible, may now make peace +profitable, even if in doing so it begets the germs of another war. In +other words, as the war was so largely won by the tank, so must the +peace which has followed it be largely won by the caterpillar tractor, +or roadless vehicle. + +Henry Herbert will vote me to Bedlam, but this is the most encouraging +fact of all, for every new idea must start by being in a minority of +one, such as that of George Stephenson’s against the world. The stronger +the opposition the better the idea, may not be a law of Nature, yet it +is a pretty sound rule, and one with few exceptions. If we persevere and +laugh, the caterpillar tractor will win the peace, and to paraphrase the +words of George Stephenson, I will, in my turn, make a prophecy: + +“Now lads, I venture to tell you that I think you will live to see the +day when tracked vehicles will supersede almost all other methods of +conveyance in roadless countries; when armies will be moved across +country and roadless traction will become the chief means of commercial +movement in all undeveloped lands. The time is coming when it will be +cheaper for a farmer or soldier to use a tracked machine than to travel +by rail.” + +As it took Mahomet three years to collect thirteen followers, I shall +not be downcast if I collect no greater a number out of the readers of +this book, because perseverance was the motto of Mahomet as well as of +Stephenson, and as perseverance won them their battles, may it win me +mine. + +Many will consider my prophecy ridiculous, and a multitude of Henry +Herberts will foam at the mouth. Protean ignorance is against me—a +resilient Everest of oiled rubber. A hundred years ago it was +boisterously hostile to novelty, to-day it is somnolently apathetic, +and, in this latter mood, it is almost more overpowering than in the +former. Nevertheless, let us smile, let us take off our coats and climb +this glutinous mountain, for the Elysian fields lie beyond. + +A few years ago we were told that, once the war was won, this little +island of ours was going to be fit for heroes to live in, as if any +country ever had been or could be an Eldorado after a great war! To-day, +we have well over a million unemployed men and women in this country, +and I have no doubt there are many heroes and heroines amongst them; +certainly the conditions demand an heroic race to win through. + +Our present difficulties all boil down to one recognizable sediment. +Great Britain is over-populated. Before the war we were over-populated, +and to-day we are still more so, and to-morrow matters are likely to be +worse.[1] There are three solutions to this problem. Either we must stop +breeding, or we must create new home industries and so absorb our +surplus population, or we must transport it to less thickly populated +areas overseas. + +Footnote 1: + + In 1913, 700,000 emigrated from this country; in 1923, only 463,000 + left. + +Six hundred and odd politicians in Westminster, some in black ties and +others in red, chatter like a wilderness of monkeys, whilst those who +were proclaimed heroes may consider themselves lucky if they are allowed +to stand in the gutter and sell bootlaces; and in this chatter the +problem is drowned, only to bob up again, between each breath. + +We are told that the Government’s determination is “not to tolerate +propaganda for birth control in clinics and maternity centres supported +by public funds.” This settles the first solution, at least the +Government does not believe in it. Recently, because the coal mining +industry was unable to pay its way, it is now subsidized, and many new +industries are left unprotected, so the second solution joins the first. +As regards the third solution, very little has been done outside private +effort, because the problem has been tackled from the wrong end. +Attempts are persistently being made to shift the unemployed; who wants +them? In place attempts should be made to shift the employed, but this +question I will examine a little later on. + +The point I want the reader, however, to realize is that, as the riddle +of the Gordian knot was _not_ solved by cutting it, so the problem of +over-population will not be solved by the dole. Cutting and doling can +be done by any fool with his coat on, they are too easy; for the problem +which faces us demands that we take our coats off and get to work, in +place of turning our less fortunate fellow citizens into unemployable +vagrants. + + + THE PROBLEM OF UNEMPLOYMENT + +Birth control I rule out of discussion, and though I am of opinion that +it might well be made compulsory amongst politicians, my solution +demands not a restriction, but a vast increase in the birth rate. + +The invention of the locomotive and steamship upset all birth rate +calculations.[2] During the last century it has been reckoned that +twenty-eight million people left Europe by sea, four millions during the +first half and twenty-four millions during the second, the period of +railway and steamship development. Out of these twenty-eight million +emigrants, twenty-two millions went to the United States, the population +of which was five and a quarter millions in the year 1800, seventy-six +millions in 1900, and is about one hundred and ten millions to-day, and +quite possibly, before the present century is out, this figure will be +doubled. + +Footnote 2: + + In 1750, before the industrial revolution set in, the population of + the United Kingdom was 6,517,000. + +In the United Kingdom we see, if not so great, as startling an increase, +considering the smallness of the country. In 1801, the population +numbered about sixteen millions, and to-day, excluding Ireland, it +numbers about forty-four millions, which is probably four or five +millions more than the industry of the country can economically support, +as unemployment and the low standard of living, not only now but before +the war, testify to. + +Let us remember always what has created the great civilizations of the +past, empires and kingdoms, prosperous lands and great cities. It is +movement and the means of movement. First man placed a bundle on his +wife’s head and gave her a kick, then he tamed the ox and beat it with a +stick, thus civilization became possible. At length, he invented the +wheel and the sail, and, by means of these inventions, mankind crept out +of primeval darkness into the dawn of history. In 1809 Fulton invented +the steamship, and in 1814 George Stephenson built his first locomotive. +It is, as I have already said, these inventions which have created not +only such immense cities as modern London and New York, but which have +shifted millions of men, women and children from one part of the globe +to the other. Why did they shift them, this is the question? Because the +steamship and the railway enabled them to tap sources of wealth which +did not exist in their own countries; for without prospects of wealth +there would be little or no movement. + +To-day, we possess an Empire of over fourteen million square miles in +area, of which three-quarters is sparsely inhabited. In Canada we find +nine million two hundred thousand people; in Australia five million +eight hundred thousand; in South Africa eight millions, and in New +Zealand only one million two hundred thousand; yet New Zealand is as big +as the British Isles. + +Without considering our immense Colonial possessions, the potential +wealth of the Dominions alone should eventually be sufficient to support +certainly one if not two hundred millions of Englishmen. On the one hand +we have room for at least a hundred millions, and on the other we have a +surplus of some five millions. The redistribution of this surplus should +not prove an insuperable problem, and even if it cost us twenty pounds a +head to arrive at a solution, it would be cheap when compared to +spending forty-six millions a year on doles and poor rates, which, far +from solving the problem of unemployment, only accentuate it.[3] + +Footnote 3: + + “Schemes to the value of approximately £466,000,000 undertaken in + connection with the relief of unemployment have, or are being assisted + by the Exchequer.”—_Whitaker’s Almanack._ + +In former times, the danger inherent in immigrations was the hostility +of the tribes in occupation of the new lands—the problem was a military +one. To-day, the difficulty is not military, but financial. To-day, it +is no longer bows and arrows which restrict immigration, but money. +To-day, it is not profitable to tackle a land owner with a rifle, and +nearly all land worth owning is owned; instead the settler must buy the +land, or be sufficiently skilled to dispose of his labour at a profit. + +Our present-day unemployed have no money and little skill. To send such +people to the Dominions is no true solution of the unemployment problem, +for it only shifts the unemployed from one place to another, and this +does not solve the problem. In 1914, Germany attempted to gain the +French Colonies, not because she wanted to shift to them the vagrants of +Berlin and Hamburg; but, because the possession of these Colonies would +have enabled thousands of well-to-do Germans, the small capitalists and +skilled workers of the middle classes, to enrich themselves without loss +of nationality. Incidentally, as these people emigrated, room would be +made in Germany for the under-dog. Competition would have decreased with +a decrease in not the unemployed, but in the employed population. Wages +would have increased in proportion and, by degrees, the greater +percentage of the under-dogs, through increased wealth, would have +raised themselves into the middle class as small capitalists. + +To-day, there is no necessity for us to covet the territories of other +nations. We possess ten million square miles of sparsely-populated land +in which Englishmen will not be lost to the Empire. To-day, we see this +problem mentioned in every paper, but writers will persist in thinking +in terms of the _unemployed_. It is the _employed_ we must shift, not +only because at home room will thus be made for the unemployed,[4] but +because it is the skilled man or the small capitalist who can thrive in +the Dominions and Colonies and the unemployed normally cannot. + +Footnote 4: + + It may be considered by some that this will mean that we in England + shall be left with the unworkable dregs of society. Such a view is a + gross libel on the bulk of the unemployed. Before the War, seventy per + cent. of the recruits for the army enlisted because they were + unemployed. During the War these men were universally proclaimed + heroes, and such they were. I can personally testify, after + twenty-seven years of service in the army, that less than five per + cent. of the men in any unit of regular soldiers would make + undesirable citizens if vocational training were fully established. + If, however, men are kept unemployed for years they will eventually + become unemployable. + + + THE PROBLEM OF POWER + +To move we must not only possess the means of movement, but the will to +move; for, without this will, all the means in the world are but scrap +iron and dead timber. The men who first tamed the camel and the horse +must have had ideas in their heads—visions which impelled them to do +what they did. It may have been sympathy for his wife as she carried his +load which induced men to jump on a horse’s back, but much more likely +was it her low carrying power and possibly also to get away from her +restless tongue. + +In ninety-nine cases out of a hundred, the will to move is stimulated by +material gain. To possess something easily, cheaply, and, if possible, +for nothing, is the urge of both commerce and robbery, twins of Fear and +Greed, forces of vice as well as of virtue, the forces of the growth of +the human world, and forces not to be set aside lightly. + +The nomadic hordes surged out of Asia in the search after food. It was +the desire to fill their stomachs which moved them. They trickled over +Europe until they met the sea, and then, as years passed by, they +conquered the ocean and swept into the New World. What will happen when +the Americans begin to swarm, it is difficult to say. Will they once +again set out to pursue the setting sun? Who knows? + +So also with the wars of the world, as with these slow but steady human +inundations, it has nearly always been a material goal, however shadowy +in form, which has provided the urge. Security, what is this? The shield +of Prosperity and Liberty—a desert, a river, a range of mountains, or a +feeble neighbour; in one word, a secure frontier to shield a people, so +that they may enjoy the fruits of peace; this has been the urge of war. + +Then, from war, which so often is but robbery on a national scale, to +turn to barter, amicable warfare; and from barter to turn to commerce, +amicable war on a national scale, what has been the urge? A gold field, +oil wells, land where corn will grow or cattle will breed; in one word, +the possibilities of wealth, which is the loadstone of movement. + +The potential wealth of the Empire is stupendous, and potential wealth +is power asleep, power awaiting to be roused from its slumbers, the +power of coal, of oil, and water, of the air and the sun’s rays, of the +tides and of the atoms themselves. The whole world is a gigantic battery +of power, and our Empire covers a quarter of this world, and all that is +needed is to detonate it, and it can only be detonated by the will of +man. + +The Romans conquered by building roads, the modern world, by building +railways. Yet both are but a one-dimensional means of movement, and, in +type, so near related, that even to-day the gauge of our railway lines +is the gauge of the Roman chariots. Suppose now that these roads and +railways could suddenly expand laterally, so that from a few feet broad +they could expand to a few yards in breadth, then to hundreds of yards, +miles, and hundreds of miles, until it is as easy to move over the +surface of the earth as over the surface of the sea. A second dimension +would be given to movement; a new world would be born, since a +stupendous sleeping power would be awakened. Stephenson improved the +chariot. In place of taking three weeks to go from London to Edinburgh +we can now travel there in eight hours. He conquered Time rather than +Space. The storming of the Bastions of Space, this is the problem of the +future, and one of our engines of conquest is the cross-country machine. + + + PROBLEMS OF MOVEMENT + +Economic movement may be divided into five great categories, namely, +movement by air, by water, by rail, by road and by pack. Each may be +divided into two sub-categories. Thus, air movement by transport lighter +and heavier than air; water movement into sea transport and inland water +transport; railway movement into broad and narrow-gauge lines; road +movement into transport by wagon and lorry, and pack movement into human +and animal porterage or carriage. + +I do not here intend to examine movement by air and water, and, as +regards the other three categories, I will limit my examination to their +use in undeveloped countries, more particularly within the Empire, and I +will start with the railway. + +_The Railway._ The country through which a railway is built may be +divided into three economic areas:— + +(i) A belt about eighty miles in width, through the centre of which the +railway runs. + +(ii) Two belts, each about twenty miles wide, extending on the flanks of +the central belt. + +(iii) The whole of the country concerned, excluding the above three +belts. + +Whether the prosperity of the country is based on minerals, cattle, or +cereals, the first belt is normally prosperous, the second two less +prosperous, and the remainder of the country unremunerative. To bring +the whole country up to the prosperity of the first belt demands a +railway every eighty miles. + +Obviously, in an undeveloped country, to build railways every eighty +miles is prohibitively costly, but as nearly every nation in the world +is prepared to spend millions of pounds on the construction and +maintenance of railways and rolling stock, and often with little +reference to the law of supply and demand, it is advisable, I think, +briefly to examine the question of cost. + +The cost of a railway decreases as the load increases; the load must, +consequently, be sufficient to pay for the capital expenditure entailed +in constructing the line and also its maintenance. The cost of the +Nigerian railways was £11,000 per open mile; the estimated cost of new +construction in the Gold Coast lies between £13,000 and £17,000 per +mile. For railways costing as much as these, and the figures are not +abnormally high, to pay, the country they traverse must not only be +fertile or rich in minerals, but thickly inhabited. + +I have already examined the question of population in the Dominions, all +of which are to-day sparsely inhabited, so I will now turn to another +area, namely, British Tropical Africa, a potentially immensely rich +country covering some two and a half million square miles and occupied +by forty million inhabitants. To run railways through this country would +be similar to running railways through Great Britain less its present +elaborate system of roads[5] and with a population numbering about two +and a quarter millions. In such conditions railways would most certainly +not pay, and would only begin to do so when road feeders had been built +and the country had become thickly populated. + +Footnote 5: + + There are 178,000 miles of road in Great Britain. + +_The Road_. As economically the railway is length with little breadth, +in undeveloped countries it can only be looked upon as an artery, +depending for its freight on the roads and tracks which converge on it. +If these roads and tracks be few in number, generally speaking, freights +will be insignificant, and the railway, in place of fostering wealth, +will swallow it up or stifle it. The railway must, therefore, be skirted +by a network of roads. + +The cheapest form of road is a rough cart track, and where the country +consists of grass land and the rainfall is low, as in South Africa, +extensive use can be made of bullock wagons for purposes of +transportation. The bullock wagon has reached, however, the zenith of +its evolution, and is by no means suited for countries where grazing is +difficult. If fodder has to be carried in bulk, it at once becomes an +uneconomical means of movement. + +If the country to be traversed is unsuited to this means of transport, +we are left with the lorry, and though light box-cars, such as Ford +vans, can use rough tracks and frequently move across country, the load +carried is so small, that, unless it is of a particularly valuable +nature, or distance is short, the cost of carriage becomes prohibitive. +We are left, therefore, with the heavy lorry, varying from three to six +tons burden. + +These vehicles obviously demand macadamized roads, which not only are +extremely expensive to build, but in a sparsely inhabited country +prohibitively expensive to maintain. Here in England, we spend yearly +£50,000,000 and more on road repair.[6] In Jamaica, £1,000,000 is spent +on the maintenance of lorry roads. In both countries this means that +each inhabitant has to pay slightly more than £1 a year to meet the road +repair bill. In tropical countries, where torrential rains fall and +vegetation luxuriates, the macadamized road is out of the question, so +also is it in desert land where the sand is apt to silt over the +roadways. + +Footnote 6: + + In 1914–1915 the maintenance of roads cost £19,000,000, in 1921–1922 + this sum had risen to £45,500,000. + +If the road will not suit the vehicle, the vehicle must be made to suit +the road. Here again the difficulty is economically almost insuperable. +Balloon tyres, the use of light trailers and of multi-wheel vehicles +will partially overcome the difficulty; but rubber rapidly deteriorates +in tropical countries, and though a vehicle, such as the Renault six +twin-wheel car, has carried out some wonderful performances in the +Sahara and elsewhere, the maintenance of twelve balloon tyres +practically rules it out of court in most undeveloped countries. + +If the bullock wagon is restricted to certain areas, and if the lorry +demands a road which is prohibitively expensive, the only remaining +sources of transport which can feed the railway are the pack animal and +the human porter. + +_The Pack Animal._ In examining this last system of transport, I will +begin with the human pack-animal, the native porter. Not only is this +means of carriage the most primitive of all, which renders it somewhat +of an anachronism in the twentieth century, but it is extravagant in the +extreme. Economically it is unsound, since the human pack-animal stands +in the way of the development of his country. In the first place his +productive work is lost, and in the second, the load carried is so small +as to offer little encouragement to the producer. Last, and by no means +least, unlike the railway, as the amount increases, so does the cost per +ton mile increase with it. + +On a large scale the system is impossible, and the substitution of pack +animals for porters is but little less uneconomical, except in +mountainous countries and desert lands, and in the latter, it would seem +that the reign of the camel is approaching its end, since in most places +where a camel can go a car can follow. + + + TWO-DIMENSIONAL MOVEMENT + +The above, I admit, is a very brief summary of an immense and complex +subject, namely, the bridging of the gap which exists between the +producer and the arterial railway, or the producer and his market, if it +be a distant one. Ruling out pack and porter as being too uneconomical +to be used on a large scale, we are left with the wagon, the lorry and +the light railway. All these three means can cover great distances, but +they do not solve the problem, because the solution does not only lie in +power to traverse distance, but in ability to cover the largest area in +the shortest time. + +The difficulty so far has been that the wheel demands a road and +destroys a road, and that, whilst it is easy, though frequently very +costly, to make a road which will suit a wheel, it is most difficult to +make a wheel which will not damage a road; for failing a cheap and +simple form of Pedrail wheel, a system of multi-wheels has to be +resorted to, and this system leads directly to the tracked machine, +which not only can dispense with roads, but, what is equally important, +can make its own track, just as the feet of a man form a path by +frequently crossing the same piece of ground. + +This is not the place to examine in detail the technicalities of +roadless vehicles; but to-day there are two main types of these +vehicles; an all-tracked machine of the tank type, and a half-tracked +machine which has wheels in front and tracks in rear. The first is more +suitable for heavy loads, and the second for light. + +In the manufacture of these vehicles three main problems must be solved: + +(1) The vehicle must be able to use roads without damaging them; nor +must it damage the surface of the ground it travels over. + +(2) It must be able to move across country without damaging itself. + +(3) The cost per ton-mile must be equal or lower than that of existing +vehicles. + +It may seem a paradox to lay down that the first requirement of a +roadless vehicle is that it can negotiate roads, but, in fact, it is not +so; for it stands to reason that, when prepared tracks do exist, it is +only wasting time and energy to travel across country. Further, if the +tracks of the vehicle are so constructed that they do not damage roads, +they will not damage the surface of the ground, and, consequently, by +continually travelling over the same ground, they will compact and +consolidate its surface and rapidly form a road of their own which will +require no metalling. This advantage is one of the great secrets of its +success. + +As movement across country entails traversing rough ground, the tracks +of a roadless vehicle must permit of the absorption of obstacles. This +absorption is attained by springing the tracks. In an unsprung machine, +obstacles are either crushed into the ground or the vehicle has to lift +itself over them. In both cases the result is injury to the machine, and +loss of power and discomfort. + +It stands to reason that the vehicle must be durable, simple and easy to +maintain; also that the ton-mile cost must be low. As regards this +latter requirement, experimental machines have so far proved that this +is a possibility. A one-ton roadless Guy Lorry recently travelled from +London to Aldershot, and its ton mileage was fifty-two to the gallon. It +has also been worked out that the cost per ton-mile of the Sentinel +tractor, “including overhead charges, depreciation, interest on capital +and all running charges, and allowing for a 20-tons net load for a +reasonable number of working days in the year,” will be slightly under +twopence per ton-mile. + +[Illustration: + + SENTINEL TRACTOR + + [_Face p. 80_ +] + +In the future, the types of roadless vehicles are likely to be great as +the surface of the ground differs in various countries; also fuels of +all kinds are likely to be burnt, such as petrol, oil and coal, and in +tropical countries, where these fuels are scarce or expensive, producer +gas is almost certain to become the main motive power. + +The most remarkable achievement as yet carried out by roadless vehicles +is undoubtedly the crossing of the Sahara from Touggourt to Timbuctoo, +during the winter of 1922–1923, by Citroën motorcars fitted with half +tracks invented by Monsieur Kegresse. The distance travelled was three +thousand six hundred kilometres, and the time taken was twenty days, +that is on an average one hundred and twelve miles a day. All machines +returned safely, and the total journey there and back was over seven +thousand kilometres. + +The nature of the country crossed was by no means uniform, for it was +sandy, rocky, mountainous and, in the neighbourhood of the river Niger, +covered with tropical vegetation. To build a railway from Touggourt to +Timbuctoo would cost, at the lowest reckoning, a thousand millions of +francs—possibly much more; this alone accentuates the importance of the +achievement and its interest to us, for the Empire contains thousands of +square miles of roadless country. + +I fully realize that, though the roadless vehicle can replace the +motor-car, it cannot replace the railway, if the railway is an efficient +one. This is, however, not the problem. The problem is, first to bridge +the gap between the producer and the railway, and secondly to create in +undeveloped countries sufficient wealth to enable more railways to be +built. Co-operation with existing railways, this is what must be aimed +at. + +[Illustration: + + CROSSLEY-KEGRESSE CAR + + [_Face p. 82_ +] + +For purposes of illustration, I will take British East Africa as an +example. A railway runs from Mombasa via Nairobi to the Great Lakes. +Forty miles on each side of this railway, generally speaking, is +commercially remunerative. This is the first belt I mentioned above, the +second two belts are productively a gamble for any but capitalist +pioneers, and the remainder of the country is but the playground of rich +colonists who can afford to speculate on likely railway extensions in +the future, or else of simple fools. + +I will now suppose that a reliable roadless vehicle exists which can +transport across country five or ten tons of produce. What do we see? We +see the first belt extending from forty miles on each side of the +railway to a hundred miles, and the second two belts being pushed out, +in vastly improved circumstances, fifty to a hundred miles on each side +of the new central belt. In fact, we have more than doubled the central +belt and trebled the belts adjoining it, and, in doing so, have more +than doubled the commercial prosperity of the country. + +What now is our next step in the evolution of economic movement? It is, +out of the wealth resulting, to extend from our main Mombasa-Nairobi +railway, metre gauge lines in herringbone fashion up to the confines of +the new central belt, and at the termini of these to build receiving +depôts. In place of metre gauge lines, huge roadless machines, carrying +and hauling from a hundred tons upwards, will in the end, I think, prove +more economical. Once these depôts have been established, the smaller +machines belonging to the farms and stations can bring produce to them +and dump it. Thus, by degrees, will the central railway be fed by a +prosperous area some four to five hundred miles in width. + +[Illustration: + + MORRIS ONE-TON LORRY + + [_Face p. 84_ +] + +To take another example. A transportation problem which faces every +farmer is that of rapid door-to-door delivery. To-day, especially in +such countries as Canada, what do we see? We see chain-tracked machines +used for agricultural work, but we seldom see movement of the produce +grown carried out save by horse-drawn vehicles, which can negotiate +cultivated land if it be fairly dry.[7] Two horses cannot pull much more +than a ton over a heavy field to the farm itself. At the farm, which may +be fifty miles from a railway, the produce has either to be transported +by cart to the station, which may take three days and two to return, or +loaded into a lorry which, unless the roads are good, will take one day +each way. The loss of time is considerable, and the roadless vehicle +would appear to be the only practical solution. It can be loaded at the +extremity of a field in any weather and condition of ground, and moved +direct to the railway either by road or across country at a normal lorry +speed, and carrying from three to ten tons according to size. Delivery +is from door to door, and the only limitation as to load would appear to +be the factor of safety of the bridges which may have to be crossed. + +Footnote 7: + + In Canada, snow offers a serious difficulty to movement by wagon or + car during the winter months; there should be no great difficulty in + producing a roadless vehicle which will cross snow almost as easily as + grass land. + +In waterless, as well as roadless areas, such as exist in Australia, +wagons and lorries are frequently useless, and the roadless vehicle is +again the solution, for it does not require a road to move along, or a +well at which to seek refreshment. It carries its own roadway and its +own water supply, and, if necessary, water for man and beast in +districts where water is scarce. + +In mining countries, such as Chili and South Africa, and in +oil-producing countries, such as Mexico and Persia, the need for a +weight-carrying, roadless vehicle is much felt, and in these countries, +where again roads are few and bad, and water frequently scarcer, it +would prove as useful as in agricultural lands. + +[Illustration: + + VULCAN TWO-TON LORRY + + [_Face p. 86_ +] + + + THE ELYSIAN FIELDS + +To conquer the Elysian Fields we must establish new industries at home, +we must move our surplus population to the lands which are +underpopulated, and we must be prepared to secure our Empire against +foreign aggression. All these problems can the roadless vehicle help us +to solve. + +First, the vehicle itself is a new type of machine which will demand an +industry of its own. Twenty-five years ago, as many of us remember, it +was a rarity to see a motor-car; yet there were men who, even then, +could see them in legions, and one of these men was Mr. (now Earl) +Balfour. “In the House of Commons on Thursday, May 17, 1900, Mr. Balfour +said he sometimes dreamed—perhaps it was only a dream—that in addition +to railways and tramways, we might see great highways constructed for +rapid motor traffic, and confined to motor traffic, which would have the +immense advantage, if it could be practicable, of taking the workman +from door to door, which no tramcar and no railway could do. Is it +possible for Mr. Balfour’s dream to be realized?”—_Pall Mall Gazette._ + +To-day, this question is apt to make us smile, seeing that the motor-car +industry is one of the largest and richest in the world; that in 1924 +there were half a million cars in this country and nearly fourteen +millions in the United States,[8] and that hundreds of millions of +pounds have been spent on motor roads. + +Footnote 8: + + In 1924 there was one car to every eight people in the U.S.A., and one + to every seventy-four in Great Britain. + +Surely then, if I be right as regards the powers of the roadless +vehicle, its future should be as great as that of the motor-car, +possibly greater, seeing that most of the world is still in a roadless +condition. Surely, here is employment for many men, and a source of +wealth which can only be guessed at in thousands of millions of pounds. + +[Illustration: + + GUY TWO-AND-A-HALF-TON LORRY + + [_Face p. 88_ +] + +And this machine will not only create industrial wealth, but +agricultural prosperity, for it will enable the farmer to settle in +lands which to-day are but wilderness and waste. The old means will +continue, but will be pushed more and more into the beyond. The porter +will bring in his small load and so will the pack animal. These loads +will be collected and loaded on small roadless machines which will +convey them to the depôts from which the giant machines work backward +and forward to the railway, which will carry its hundreds of thousands +of tons down to the sea. We shall see less porters, less pack animals +and less wagons, but more railways and more ships, and these demand men +to work them. The waste lands will become fertile; townships will spring +up; industries will be created, and the energy of millions of men and +women will be profitably expended. + +Now follows a curious sequent. If, commercially, we want to expand the +Empire, strategically we want to contract it. Our object is not to +maintain an immense army to pursue a course of foreign wars, but to +maintain law and order throughout the Empire and safeguard its +existence. The fewer men we employ the less will the army cost, and, be +it remembered, military expenditure during peace time is unremunerative. + +To contract the Empire is not to abandon large tracts of country, this +is to cut the Gordian knot in place of unravelling it; but, instead, to +move over it quicker than we can to-day. What we want to contract is +time and not space, the time taken in moving over ground and +particularly over roadless country. The roadless vehicle will help us to +solve this problem. A battalion may march a hundred miles in a week, but +if carried in roadless vehicles this distance can be multiplied by +seven; and what is even more important, for long periods a line of +communication can be dispensed with, because the battalion can carry +supplies with it for several weeks. + +[Illustration: + + DAIMLER THREE-TON LORRY + + [_Face p. 90_ +] + +The main strategical importance of the roadless vehicle lies, however, +in the fact that it will, by degrees, fill the Dominions and Colonies +with virile men. Australia with a population of twenty-five millions has +little to fear from Asiatic races; with fifty millions—nothing. All +these changes and many others will be discovered in an Empire recreated +by a little iron, a little thought, and much perseverance. + + + THE WINGS OF PEGASUS + +The wings of Pegasus are the wings of imagination—that telescope of the +mind which magnifies the glimpses of the future; and, once we have +focussed these glimpses, we must bring them down to earth, and chart out +their anatomy, so that we and others can set to work. + +Rudyard Kipling mounted Pegasus when he said: “When a nation is lost, +the underlying cause of the collapse is always that she cannot handle +her transport. Everything in life, from marriage to manslaughter, turns +on the speed and cost at which men, things and thoughts can be shifted +from one place to another. If you can tie up a nation’s transport, you +can take her off your books.” + +Shifting of thought, this is our first need, for the Great War destroyed +an epoch, yet we still hark back to this epoch. A new world requires new +ideas, and in the first half of this little book I have shown how ideas, +a hundred years ago, were throttled by the protean stupidity and +ignorance of man. To-day, these vices continue, but in their senile +forms of apathy and indolence. Every government is faced by trade +depression, unemployment and the cost of security, yet each in turn, +whether Liberal, Conservative or Labour, turns from these problems and +deflates itself on some patent shibboleth—protection, free trade, +capital levy, etc., etc., until it is pushed out of office by a blind, +but aggravated country. + +[Illustration: + + F.W.D. THREE-TON LORRY AND TRAILER + (Six tons useful load) + + [_Face p. 92_ +] + +The crucial problem to-day is movement in all its forms. If to-morrow +you can move twice the speed you can to-day, you will have twice the +time at your disposal to work in. It is not gold standards and other +such humbug which produce wealth, it is work; and if, to-morrow, you +have twice as much time to work in as you have to-day, your existing +wealth will be doubled. + +This is the problem which George Stephenson saw quite clearly, and +solved within the limits of the conditions he worked in. He gave the +world a one-dimensional movement of a superiority never dreamt of before +his day, and this superiority recreated the civilized world. To-day, we +can expand this movement to cover two dimensions and recreate the world +again. One day it will be done, because the world is a roadless planet, +but for us, as an Empire, it may be done too late. No government minds +spending millions of pounds on some pet hobby—doles, pensions, cruisers, +naval bases, worn-out coal pits, etc., etc., but no government so far +has spent sixpence on roadless vehicles. A hundred thousand pounds or so +judiciously expended on research and experiment might well result in the +production of half a dozen efficient types of cross-country machines. +Has no government the intelligence to understand this, or the +imagination to see what it may lead to? + +Pegasus without his wings is a very ordinary animal; with them—most +extraordinary, for he flew to Olympus, a land fit for heroes to live in, +and not one in which no one but a hero can survive. Why not follow his +example, why not look around us and discover the pivot of our +difficulties, and then, why not from the mountain top of reason gaze +into the future and conjure up the images of things to be? Then, let us +descend into those tumultuous and dismal valleys below, and to Laughter +and Perseverance add Wisdom. With this trinity to lighten our way, +surely will our way grow straight and broad, and the clouds which are +gathering around us, disperse; and surely then shall we discover those +Fortunate Islands which to-day we are so blindly seeking. + +------------------------------------------------------------------------ + + + + + _Each, pott 8vo, 2/6 net_ _Occasionally illustrated_ + + + + + TO-DAY AND + + TO-MORROW + + +This series of books, by some of the most distinguished English +thinkers, scientists, philosophers, doctors, critics, and artists, was +at once recognized as a noteworthy event. Written from various points of +view, one book frequently opposing the argument of another, they provide +the reader with a stimulating survey of the most modern thought in many +departments of life. Several volumes are devoted to the future trend of +Civilization, conceived as a whole; while others deal with particular +provinces, and cover the future of Woman, War, Population, Clothes, +Wireless, Morals, Drama, Poetry, Art, Sex, Law, etc. + +It is interesting to see in these neat little volumes, issued at a low +price, the revival of a form of literature, the Pamphlet, which has been +in disuse for 200 years. + + + _Published by_ + KEGAN PAUL, TRENCH, TRUBNER & CO., LTD. + Broadway House: 68–74 Carter Lane, London, E.C.4 + + + + + _VOLUMES READY_ + + + =Daedalus=, or Science and the Future. By J. B. S. HALDANE, Reader in + Biochemistry, University of Cambridge. _Sixth impression._ + + “A fascinating and daring little book.”—_Westminster Gazette._ “The + essay is brilliant, sparkling with wit and bristling with + challenges.”—_British Medical Journal._ + + “Predicts the most startling changes.”—_Morning Post._ + + =Callinicus=, a Defence of Chemical Warfare. By J. B. S. HALDANE. + _Second impression._ + + “Mr. Haldane’s brilliant study.”—_Times Leading Article._ “A book to + be read by every intelligent adult.”—_Spectator._ “This brilliant + little monograph.”—_Daily News._ + + =Icarus=, or the Future of Science. By BERTRAND RUSSELL, F.R.S. + _Fourth impression._ + + “Utter pessimism.”—_Observer._ “Mr. Russell refuses to believe that + the progress of Science must be a boon to mankind.”—_Morning Post._ + “A stimulating book, that leaves one not at all discouraged.”—_Daily + Herald._ + + =What I Believe.= By BERTRAND RUSSELL, F.R.S. _Second impression._ + + “One of the most brilliant and thought-stimulating little books I + have read—a better book even than _Icarus_.”—_Nation._ “Simply and + brilliantly written.”—_Nature._ “In stabbing sentences he punctures + the bubble of cruelty, envy, narrowness, and ill-will which those in + authority call their morals.”—_New Leader._ + + =Tantalus=, or the Future of Man. By F. C. S. SCHILLER, D.Sc., Fellow + of Corpus Christi College, Oxford. _Second impression._ + + “They are all (_Daedalus_, _Icarus_, and _Tantalus_) brilliantly + clever, and they supplement or correct one another.”—_Dean Inge_, in + _Morning Post_. “Immensely valuable and infinitely readable.”—_Daily + News._ “The book of the week.”—_Spectator._ + + =Cassandra=, or the Future of the British Empire. By F. C. S. + SCHILLER, D.Sc. + + Just published. The book questions the power of the British Empire + to-day. Naval supremacy has been abandoned, the labour situation at + home is critical, England is entangled in European affairs, and + (consequently) the Dominions have more sympathy with the American + rather than the British view-point. The probable outcome of this + situation is indicated. + + =Quo Vadimus?= Glimpses of the Future. By E. E. FOURNIER D’ALBE, + D.Sc., author of “Selenium, the Moon Element,” etc. + + “A wonderful vision of the future. A book that will be talked + about.”—_Daily Graphic._ “A remarkable contribution to a remarkable + series.”—_Manchester Dispatch._ “Interesting and singularly + plausible.”—_Daily Telegraph._ + + =Hephaestus=, the Soul of the Machine. By E. E. FOURNIER D’ALBE, D.Sc. + + “A worthy contribution to this interesting series. A delightful and + thought-provoking essay.”—_Birmingham Post._ “There is a special + pleasure in meeting with a book like _Hephaestus_. The author has + the merit of really understanding what he is talking + about.”—_Engineering._ + + =Lysistrata=, or Woman’s Future and Future Woman. By ANTHONY M. + LUDOVICI, author of “A Defence of Aristocracy”, etc. + + “A stimulating book. Volumes would be needed to deal, in the + fullness his work provokes, with all the problems raised.”—_Sunday + Times._ “Pro-feminine, but anti-feministic.”—_Scotsman._ “Full of + brilliant common-sense.”—_Observer._ + + =Hypatia=, or Woman and Knowledge. By MRS BERTRAND RUSSELL. With a + frontispiece. _Second impression._ + + An answer to _Lysistrata_. “A passionate vindication of the rights + of women.”—_Manchester Guardian._ “Says a number of things that + sensible women have been wanting publicly said for a long + time.”—_Daily Herald._ “Everyone who cares at all about these things + should read it.”—_Weekly Westminster._ + + =Thrasymachus=, the Future of Morals. By C. E. M. JOAD, author of + “Common-Sense Ethics,” etc. + + “His provocative book.”—_Graphic._ “Written in a style of deliberate + brilliance.”—_Times Literary Supplement._ “As outspoken and + unequivocal a contribution as could well be imagined. Even those + readers who dissent will be forced to recognize the admirable + clarity with which he states his case. A book that will + startle.”—_Daily Chronicle._ + + =The Passing of the Phantoms=: a Study of Evolutionary Psychology and + Morals. By C. J. PATTEN, Professor of Anatomy, Sheffield University. + With 4 Plates. + + “Readers of _Daedalus_, _Icarus_ and _Tantalus_, will be grateful + for an excellent presentation of yet another point of + view.”—_Yorkshire Post._ “This bright and bracing little + book.”—_Literary Guide._ “Interesting and original.”—_Medical + Times._ + + =The Mongol in our Midst=: a Study of Man and his Three Faces. By F. + G. CROOKSHANK, M.D., F.R.C.P. With 28 Plates. _Second Edition, + revised._ + + “A brilliant piece of speculative induction.”—_Saturday Review._ “An + extremely interesting and suggestive book, which will reward careful + reading.”—_Sunday Times._ “The pictures carry fearful + conviction.”—_Daily Herald._ + + =The Conquest of Cancer.= By H. W. S. WRIGHT, M.S., F.R.C.S. + Introduction by F. G. CROOKSHANK, M.D. + + “Eminently suitable for general reading. The problem is fairly and + lucidly presented. One merit of Mr. Wright’s plan is that he tells + people what, in his judgment, they can best do, _here and + now_.”—From the _Introduction_. + + =Pygmalion=, or the Doctor of the Future. By R. MCNAIR WILSON, M.D. + + “Dr Wilson has added a brilliant essay to this series.”—_Times + Literary Supplement._ “This is a very little book, but there is much + wisdom in it.”—_Evening Standard._ “No doctor worth his salt would + venture to say that Dr Wilson was wrong.”—_Daily Herald._ + + =Prometheus=, or Biology and the Advancement of Man. By H. S. + JENNINGS, Professor of Zoology, Johns Hopkins University. + + “This volume is one of the most remarkable that has yet appeared in + this series. Certainly the information it contains will be due to + most educated laymen. It is essentially a discussion of ... heredity + and environment, and it clearly establishes the fact that the + current use of these terms has no scientific justification.”—_Times + Literary Supplement._ “An exceedingly brilliant book.”—_New Leader._ + + =Narcissus=: an Anatomy of Clothes. By GERALD HEARD. With 19 + illustrations. + + “A most suggestive book.”—_Nation._ “Irresistible. Reading it is + like a switchback journey. Starting from prehistoric times we rocket + down the ages.”—_Daily News._ “Interesting, provocative, and + entertaining.”—_Queen._ + + =Thamyris=, or Is There a Future for Poetry? By R. C. TREVELYAN. + + “Learned, sensible, and very well-written.”—_Affable Hawk_, in _New + Statesman_. “Very suggestive.”—_J. C. Squire_, in _Observer_. “A + very charming piece of work. I agree with all, or at any rate, + almost all its conclusions.”—_J. St. Loe Strachey_, in _Spectator_. + + =Proteus=, or the Future of Intelligence. By VERNON LEE, author of + “Satan the Waster,” etc. + + “We should like to follow the author’s suggestions as to the effect + of intelligence on the future of Ethics, Aesthetics, and Manners. + Her book is profoundly stimulating and should be read by + everyone.”—_Outlook._ “A concise, suggestive piece of + work.”—_Saturday Review._ + + =Timotheus=, the Future of the Theatre. By BONAMY DOBRÉE, author of + “Restoration Drama,” etc. + + “A witty, mischievous little book, to be read with delight.”—_Times + Literary Supplement._ “This is a delightfully witty + book.”—_Scotsman._ “In a subtly satirical vein he visualizes various + kinds of theatres in 200 years time. His gay little book makes + delightful reading.”—_Nation._ + + =Paris=, or the Future of War. By Captain B. H. LIDDELL HART. + + A companion volume to _Callinicus_. “A gem of close thinking and + deduction.”—_Observer._ “A noteworthy contribution to a problem of + concern to every citizen in this country.”—_Daily Chronicle._ “There + is some lively thinking about the future of war in Paris, just added + to this set of live-wire pamphlets on big subjects.”—_Manchester + Guardian._ + + =Wireless Possibilities.= By Professor A. M. LOW. With 4 diagrams. + + “As might be expected from an inventor who is always so fresh, he + has many interesting things to say.”—_Evening Standard._ “The mantle + of Blake has fallen upon the physicists. To them we look for + visions, and we find them in this book.”—_New Statesman._ + + =Perseus=: of Dragons. By H. F. SCOTT STOKES. With 2 illustrations. + + “A diverting little book, chock-full of ideas. Mr. Stokes’ + dragon-lore is both quaint and various.”—_Morning Post._ “Very + amusingly written, and a mine of curious knowledge for which the + discerning reader will find many uses.”—_Glasgow Herald._ + + =Lycurgus=, or the Future of Law. By E. S. P. HAYNES, author of + “Concerning Solicitors,” etc. + + “An interesting and concisely written book.”—_Yorkshire Post._ “He + roundly declares that English criminal law is a blend of barbaric + violence, medieval prejudices, and modern fallacies.... A humane and + conscientious investigation.”—_T.P.’s Weekly._ “A thoughtful + book—deserves careful reading.”—_Law Times._ + + + + + _VOLUMES JUST PUBLISHED._ + + + =Euterpe=, or the Future of Art. By LIONEL R. MCCOLVIN, author of “The + Theory of Book-Selection.” + + Shows the considerable influence which commercial and economic + factors exert on all branches of art—literature, painting, music, + architecture, etc. It analyses the various factors responsible for + the present low standard of popular taste and suggests methods for + improvement. + + =Atlantis=, or America and the Future. By Colonel J. F. C. FULLER, + author of “The Reformation of War,” etc. + + In the turmoil and materialism of the United States the author sees + the beginning of a new civilization which, if it can find its soul, + is likely to exceed in grandeur anything as yet accomplished by the + civilizations of the Old World. + + =Midas=, or the United States and the Future. By C. H. BRETHERTON, + author of “The Real Ireland,” etc. + + A companion volume to _Atlantis_. Four main sections deal with the + U.S.A. as a Melting Pot, the Future of American Government, the + Future of American Character, and the Intellectual Future of + America. The conclusion deals with Industrial Potentialities. + + =Nuntius=, or the Future of Advertising. By GILBERT RUSSELL. + + Shows that advertising has become, not merely an economic necessity, + but a real benefit to social life. Examines its present position as + a factor in civilization and outlines its potentialities, not merely + as a commercial, but as a social and political, influence. + + =Pegasus=, or Problems of Transport. By Colonel J. F. C. FULLER. With + Plates. + + The author, after a brief review of the history of the railway, + shows that roadless vehicles, which in the form of tanks did so much + to win the recent war, in the form of commercial machines, may do as + much to win the present peace, by solving the problem of + over-population and, consequently, of unemployment. + + + + + _READY SHORTLY_ + + + =Artifex=, or the Future of Craftsmanship. By JOHN GLOAG, author of + “Time, Taste, and Furniture.” + + After a suggestive sketch of the history of craftsmanship, the + author examines the possibilities in the use of machinery to extend + craftsmanship and make beautiful articles of commerce. + + =Birth Control and the State=: a Plea and a Forecast. By C. P. + BLACKER, _M.C._, M.A., M.R.C.S., L.R.C.P. + + A level-headed examination of the case for and against birth + control, summing up in its favour. + + =Sybilla=, or the Future of Prophecy. By C. A. MACE, University of St. + Andrew’s. + + An examination of the possibilities of scientific forecasting, with + special reference to certain volumes in this series. + + =Gallio=, or the Tyranny of Science. By J. W. N. SULLIVAN, author of + “A History of Mathematics.” + + An attack on the values which science is so successfully imposing + upon civilization. + + =The Future of the English Language.= By BASIL DE SELINCOURT, author + of “The English Secret,” etc. + + An analysis of the present condition of the English language and the + paths along which it is progressing. + + =Mercurius=, or the World on Wings. By C. THOMPSON WALKER. + + A brilliant picture of the world as it will be when inevitable + developments in aircraft take place. + + =Lars Porsena=, or the Future of Swearing. By ROBERT GRAVES, author of + “Country Sentiment,” etc. + + An account of the popular decline in swearing, the possibility that + it will regain its lost prestige, and new influences which are + affecting it. + + =Plato’s American Republic.= By J. D. WOODRUFF. + + A series of witty dialogues in the Platonic manner dealing with + aspects of American life and manners. + + =The Future of Architecture.= By CHRISTIAN BARMAN, editor of “The + Architects’ Journal.” + +------------------------------------------------------------------------ + + + + + TRANSCRIBER’S NOTES + + + ● Typos fixed; non-standard spelling and dialect retained. + ● Enclosed italics font in _underscores_. + ● Enclosed bold font in =equals=. + + + +*** END OF THE PROJECT GUTENBERG EBOOK 75248 *** diff --git a/75248-h/75248-h.htm b/75248-h/75248-h.htm new file mode 100644 index 0000000..29986ae --- /dev/null +++ b/75248-h/75248-h.htm @@ -0,0 +1,3161 @@ +<!DOCTYPE html> +<html lang="en"> + <head> + <meta charset="UTF-8"> + <title>Pegasus | Project Gutenberg</title> + <link rel="icon" href="images/cover.jpg" type="image/x-cover"> + <style> + body { margin-left: 8%; margin-right: 10%; } + h1 { text-align: center; font-weight: bold; font-size: xx-large; } + h2 { text-align: center; 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} + .footnote {font-size: .9em; } + div.footnote p {text-indent: 2em; margin-bottom: .5em; } + .chapter { clear: both; page-break-before: always; } + body {font-family: Georgia, serif; text-align: justify; } + table {font-size: .9em; padding: 1.5em .5em 1em; page-break-inside: avoid; + clear: both; } + div.titlepage {text-align: center; page-break-before: always; + page-break-after: always; } + div.titlepage p {text-align: center; text-indent: 0em; font-weight: bold; + line-height: 1.5; margin-top: 3em; } + .ph1 { text-indent: 0em; font-weight: bold; font-size: xx-large; + margin: .67em auto; page-break-before: always; } + .ph2 { text-indent: 0em; font-weight: bold; font-size: x-large; margin: .75em auto; + page-break-before: always; } + .right {text-align: right; display: block; margin-left: auto; margin-right: 0em; + max-width: 50%; } + .x-ebookmaker p.dropcap:first-letter { float: left; } + </style> + </head> + <body> +<div style='text-align:center'>*** START OF THE PROJECT GUTENBERG EBOOK 75248 ***</div> + +<div class='tnotes covernote'> + +<p class='c000'><strong>Transcriber’s Note:</strong></p> + +<p class='c000'>New original cover art included with this eBook is granted to the public domain.</p> + +</div> + +<div class='chapter ph1'> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div>PEGASUS</div> + </div> +</div> + +</div> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div><span class='large'>TO-DAY AND TO-MORROW</span></div> + <div class='c002'><em>For a full list of this Series see the end</em></div> + <div><em>of this Book</em></div> + </div> +</div> + +<div class='figcenter id001'> +<img src='images/i_frontispiece.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>GUY ONE-TON LORRY<br> <br> Hauling a full load up a one-in-two gradient (notice the vertical stick hanging from string from lamp bracket)<br> <br> <span class='right'>[<em>Frontispiece</em></span></p> +</div> +</div> + +<div class='titlepage'> + +<div> + <h1 class='c003'>PEGASUS<br> <span class='large'>PROBLEMS OF TRANSPORTATION</span></h1> +</div> + +<div class='nf-center-c0'> +<div class='nf-center c004'> + <div><span class='small'>BY</span></div> + <div class='c002'><span class='xlarge'>COLONEL J. F. C. FULLER</span></div> + <div class='c002'><span class='small'>WITH 8 PLATES</span></div> + <div class='c002'>LONDON</div> + <div>KEGAN PAUL, TRENCH, TRUBNER & CO., LTD.</div> + <div>NEW YORK: E. P. DUTTON & CO.</div> + </div> +</div> + +</div> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div><span class='small'><em>Printed in Great Britain by</em></span></div> + <div><span class='small'>MACKAYS LTD., CHATHAM</span></div> + </div> +</div> + +<div class='chapter'> + <span class='pageno' id='Page_v'>v</span> + <h2 class='c005'>PREFACE</h2> +</div> + +<p class='c006'>The first part of this little book, namely +“The Battle of the Iron Horse,” +appeared, very much as it stands, in the +September number of <cite>The National +Review</cite>, 1925, and I have to thank the +editor, Mr. Leo Maxse, for his kindness +in allowing me to republish it.</p> + +<p class='c007'>The second part is based partially on +personal experience and reflection, and +partially on the lectures and papers of +others. In the war, the tank brought me +to realize the enormous possibilities of +cross-country movement, and, in 1921, I +set down my ideas as regards its +commercial future in a pamphlet entitled +<cite>Economic Movement</cite>, which was +published in 1922.</p> + +<p class='c007'>Of the works of others, I have +borrowed ideas from the following:—</p> + +<p class='c007'>“Improvements in the Efficiency of +Roadless Vehicles.” A paper read before +<span class='pageno' id='Page_vi'>vi</span>the members of The Institution of +Automobile Engineers, by Colonel P. H. +Johnson, C.B.E., D.S.O., December, +1921.</p> + +<p class='c007'>“Multi-Wheel and Track Motor.” A +paper read before the members of the +above Institution by Major T. G. +Tulloch, March, 1923.</p> + +<p class='c007'>“The Progress of Mechanical +Engineering in the Military Service.” A +lecture delivered before the members of +The Institution of Mechanical Engineers, +by Major G. le Q. Martel, D.S.O., M.C., +January, 1924.</p> + +<p class='c007'>“Transport in Tropical Africa.” A +paper read before the members of The +Royal Society of Arts, by Mr. R. H. +Brackenbury, February, 1925.</p> + +<p class='c007'>“The Roadless Transport Problem.” +A paper read before the members of The +British Association, by Colonel P. H. +Johnson, C.B.E., D.S.O., August, 1925.</p> + +<div class='lg-container-r'> + <div class='linegroup'> + <div class='group'> + <div class='line'>J.F.C.F.</div> + </div> + </div> +</div> + +<div class='lg-container-l'> + <div class='linegroup'> + <div class='group'> + <div class='line'><em>Staff College, Camberley.</em></div> + <div class='line in2'><em>November, 1925.</em></div> + </div> + </div> +</div> + +<div class='chapter'> + <span class='pageno' id='Page_vii'>vii</span> + <h2 class='c005'>CONTENTS</h2> +</div> + +<table class='table0'> + <tr> + <th class='c008'></th> + <th class='c009'>PAGE</th> + </tr> + <tr> + <td class='c008'><span class='sc'>Introduction</span></td> + <td class='c009'><a href='#Page_9'>9</a></td> + </tr> + <tr> + <td class='c008'> </td> + <td class='c009'> </td> + </tr> + <tr><td class='c010' colspan='2'><span class='sc'>The Battle of the Iron Horse</span></td></tr> + <tr> + <td class='c008'>The Railway Centenary</td> + <td class='c009'><a href='#Page_13'>13</a></td> + </tr> + <tr> + <td class='c008'>The Protean Problem</td> + <td class='c009'><a href='#Page_17'>17</a></td> + </tr> + <tr> + <td class='c008'>The X-Ray Transporter</td> + <td class='c009'><a href='#Page_20'>20</a></td> + </tr> + <tr> + <td class='c008'>Erichthonius, Wheelwright</td> + <td class='c009'><a href='#Page_25'>25</a></td> + </tr> + <tr> + <td class='c008'>The Philosopher’s Steam</td> + <td class='c009'><a href='#Page_29'>29</a></td> + </tr> + <tr> + <td class='c008'>George Stephenson, Engine-wright</td> + <td class='c009'><a href='#Page_32'>32</a></td> + </tr> + <tr> + <td class='c008'>The Nature of the Beast</td> + <td class='c009'><a href='#Page_40'>40</a></td> + </tr> + <tr> + <td class='c008'>Protean Ignorance</td> + <td class='c009'><a href='#Page_44'>44</a></td> + </tr> + <tr> + <td class='c008'> </td> + <td class='c009'> </td> + </tr> + <tr><td class='c010' colspan='2'><span class='sc'>The Conquest of the Elysian Fields</span></td></tr> + <tr> + <td class='c008'>The Equation of Power and Movement</td> + <td class='c009'><a href='#Page_48'>48</a></td> + </tr> + <tr> + <td class='c008'>The Riddle of the Gordian Knot</td> + <td class='c009'><a href='#Page_52'>52</a></td> + </tr> + <tr> + <td class='c008'><span class='pageno' id='Page_viii'>viii</span>The Problem of Unemployment</td> + <td class='c009'><a href='#Page_59'>59</a></td> + </tr> + <tr> + <td class='c008'>The Problem of Power</td> + <td class='c009'><a href='#Page_66'>66</a></td> + </tr> + <tr> + <td class='c008'>Problems of Movement</td> + <td class='c009'><a href='#Page_69'>69</a></td> + </tr> + <tr> + <td class='c008'>Two-Dimensional Movement</td> + <td class='c009'><a href='#Page_77'>77</a></td> + </tr> + <tr> + <td class='c008'>The Elysian Fields</td> + <td class='c009'><a href='#Page_87'>87</a></td> + </tr> + <tr> + <td class='c008'>The Wings of Pegasus</td> + <td class='c009'><a href='#Page_91'>91</a></td> + </tr> +</table> + +<div class='chapter ph1'> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div>PEGASUS</div> + <div class='c002'><span class='xlarge'>PROBLEMS OF TRANSPORTATION</span></div> + </div> +</div> + +</div> + +<div> + <span class='pageno' id='Page_9'>9</span> + <h2 class='c005'>INTRODUCTION</h2> +</div> + +<p class='c006'>Whatever man does entails movement, +mental or bodily. Movement is, in fact, +the mainspring of his evolution and of +the civilization which this evolution +engenders; consequently, in the economic +growth of movement must be sought the +direction of all progress, both physical +and psychological. As the mind of man +moves, so does the world, in which this +mind works, move round him, delivering +up to his imagination and his hands the +mysteries it so sedulously hides. For it +is through the conquest of mysteries that +man, the mystery of mysteries, strides out +of a dark and unknown past towards +some unknown future.</p> + +<p class='c007'><span class='pageno' id='Page_10'>10</span>It would be both logical and easy, I +think, to start with the soles of man’s +feet and to work upwards to his brain. +To show how, from simple walking, man’s +natural means of progression, he took to +riding, and then thought of the oar, the +wheel and the sail, until to-day he rushes +over the surface of the earth, surges +through the waves and roars through the +air, excelling the horse, the fish and the +bird. But in so small a book as this it +is not my intention to write a history of +transportation. In place, I intend to consider +two things: first, the reaction +against novelty of movement, and +secondly, the possibilities of what to-day +is still a novel form of movement, +namely, the movement of roadless +vehicles, that is of vehicles which do not +require roads for their locomotion. Also, +I intend to show how these vehicles may +help us solve several of our most pressing +problems, and above all that of over-population +at home and under-population +in our Dominions and Colonies.</p> + +<p class='c007'><span class='pageno' id='Page_11'>11</span>If I can do this with any semblance of +success, it may perhaps excuse the +restrictions I am placing on this subject, +for I fully realize the immense future +possibilities of other means of movement. +The railway has not come to the end of +its evolution, far from it to any reader of +Mr. Horniman’s book, “How to Make +the Railways Pay for the War,” in which +Mr. Gattie’s “third-dimensional” railway +system is described, a system which +bids fair, were it introduced, to prove as +revolutionary as George Stephenson’s +locomotive itself. Nor has the steamship, +except perhaps in size, reached its +utmost development, for every day heralds +a further improvement, and, as for +aircraft, they are scarcely out of the +nursery; yet I am of opinion that, until +a radical change in their engines is +introduced, and this change may demand +a new motive force, their utility in peace +will be severely restricted, and, if +restricted in peace, in numbers they are +not likely to be so numerous in war as +<span class='pageno' id='Page_12'>12</span>some people imagine. I mention these +things here because of the limit I have +placed on the items I intend to examine +when compared to the subject of economic +movement as a whole.</p> + +<p class='c007'>I have called this little book Pegasus, +not only because this famous steed had +wings, which to me are the wings of +imagination, but because he was born +near the sources of the ocean and sprang +from the blood of Medusa. To me, the +sources of the ocean are symbolic of these +little islands of ours, which produced not +only the first practical steam engine and +the first locomotive, but also the footed +wheel which developed into the caterpillar +track. Further, Medusa, that monster +who turned all who gazed on her to stone, +is surely the incarnation of that +obstructive ignorance which, by impeding +originality of idea and novelty of action, +compels thought and things to grow, and +through struggle with her to prove their +utility and worth.</p> + +<div class='chapter'> + <span class='pageno' id='Page_13'>13</span> + <h2 class='c005'>THE BATTLE OF THE IRON HORSE</h2> +</div> +<h3 class='c011'>THE RAILWAY CENTENARY</h3> + +<p class='c012'>I must begin somewhere, and since I +refuse to begin at the soles of men’s feet, +which are the beginning of his anatomy, +the earth is our natural datum point, I +will begin just a hundred years ago, when +the world we know to-day was as remote +from the world as it was then, as the +world I hope to point the way to will, in +many ways, be as remote from the world +as it is now.</p> + +<p class='c007'>On the 27th of September, of this very +year in which I write, took place the +centenary of the opening of the Stockton +and Darlington railway, and though it +was not the first line to be constructed in +England (for the Killingworth railway +was built in 1814, and again this was not +the first upon which locomotives ran), +<span class='pageno' id='Page_14'>14</span>its claim to priority is nevertheless well +founded, for it was the first railway the +public noticed, and, in democratic +countries, the birth of anything original +must date from the moment the most +ignorant in the land realize its existence. +It flatters ignorance to be always first—such +is democratic pride.</p> + +<p class='c007'>The 27th of September, 1825, was a +very remarkable day in the world’s +history, one of those birthdays which have +no predictable date, but which depend on +the outburst of genius of some great man. +The great man was a humble and self-taught +engine-wright from Killingworth, +one George Stephenson, albeit an honest +and persevering man, a worker, a thinker +and a dreamer; one of those human +thunder clouds which, from time to time, +beat up against the conventional currents +of thought, and out of which flash the +lightnings of unsuspected things—a very +remarkable and creative man.</p> + +<p class='c007'>On the 27th of September, a hundred +years ago, a great concourse of people +<span class='pageno' id='Page_15'>15</span>assembled at Brusselton Incline, some +nine miles from Darlington. There, the +travelling engine, as it was called, driven +by George Stephenson, the greatest +genius of his age, moved forward amidst +shrill blasts of its whistle, “with its +immense train of carriages,” thirty-eight +in number; “and such was its velocity,” +writes an eye-witness, “that in some parts +the speed was frequently twelve miles +an hour!” It took sixty-five minutes to +cover the nine miles to Darlington, and +the multitude stood aghast!</p> + +<p class='c007'>But the other day, I travelled in the +“Detroiter” from New York to near by +the front door of Mr. Henry Ford—another +remarkable and self-taught +revolutionary—the distance, if I +remember rightly, some seven hundred +and fifty miles, and the time taken was +fourteen hours. From Brusselton Incline +the iron horse hauled away, amidst wild +excitement, the stupendous load of ninety +tons. At Pittsburg, I have seen +locomotives hauling six and seven +<span class='pageno' id='Page_16'>16</span>thousand tons of coal, puffing by all +unobserved. Surely Einstein is right, +the relative is only true, and ninety tons +in 1825 was almost as unbelievable as +to-day would be a centaur galloping +between the taxis of Piccadilly or Fifth +Avenue.</p> + +<p class='c007'>All this must have been remembered +during the centenary celebrations this +year, and broadcast from meeting +room, assembly hall and dinner table, for +centenaries lose their interest without +much feeding. There, little men in tail +coats, morning jackets and lounge suits, +some with trousers creased and others +somewhat baggy at the knee, according to +the political creed of the wearer, in port +and beer, and, in America, I know not +what, toasted the memory of the great +man. Pæans and praise gushed from +their arid heads like the water from the +rock smitten by Moses. These little men, +sitting for a bare few minutes on the +chariot wheel of genius, did say, “What +a dust do we raise!” And in our morning +<span class='pageno' id='Page_17'>17</span>papers we read of all this blather and +pomposity, and overlooked an eternal +truth. For we got into our railway +carriages next day and complained of their +unfitness for human habitation, even of +the most temporary nature, and condemned +the line we were travelling on as +impossible, because the train was five +minutes late. Outwardly a very ordinary +picture, all this—the drinking, speechmaking +and travelling troubles of little +men, some strap-hangers to genius, but +most quite normal nonentities; yet behind +it all lurks a somewhat interesting +problem—the protean psychology of the +very ordinary man.</p> + +<h3 class='c013'>THE PROTEAN PROBLEM</h3> + +<p class='c012'>Since that famous Brusselton gathering, +the noise of which has long deafened +the world to the wonder of its sound, +what changes do we see! A whole earth +<span class='pageno' id='Page_18'>18</span>rejuvenated, as humanity, like a shuttle, +works the woof of a new civilization +through the warp of an old. Civilization +is built on movement, and the picture of +life to-day is as different from that of +1825, in rough proportion, as a cinema +show differs from a neolithic rock painting. +In this short hundred years, the life +span of a very old man, such a revolution +has been brought about by the locomotive +that the world has been reborn. And, to +our limited intelligence, always that of a +child, we have forgotten the events of +this first birthday; and the changes, which +it conjured out of the depths of ignorance, +are to-day accepted by us all as the +essentials of our surroundings and as +necessitous to our lives.</p> + +<p class='c007'>If some magician could appear to-day, +and, by a wave of his wand, banish all +railroads to limbo, a calamity would fall +upon this world to which no parallel could +be found since Noah entered the Ark. +The greatest plagues, famines and wars +would vanish like wisps of smoke into the +<span class='pageno' id='Page_19'>19</span>night, when compared to its all-consuming +horror. It would be like dragging out of +the human body the arterial and venous +systems, and yet leaving the man alive, +an aching mass of bones and fiery nerves. +The picture is indescribable, it is beyond +the grasp of intelligence to grip it, and +yet, in 1825, the ancestors, the grandfathers, +and great grandfathers, and +great grandmothers, too, of all the little +men who in 1925 were dressed in dinner +jackets (or tuxedo, as they call it over the +Atlantic) morning coats and lounge suits, +made to measure and “off the peg,” were +shouting down George Stephenson, even +more boisterously than their grandsons +and great grandsons this year shouted him +up. This, then is the protean problem, that +eternal truth overlooked as we read in +our newspapers that a workman has been +killed in Walworth or a girl has deposited +a baby outside an A.B.C. in the Strand, +and so on, <em>ad infinitum</em>, the long +categories of the normalities of life. +This is the inner problem George +<span class='pageno' id='Page_20'>20</span>Stephenson has to teach us, and let us +consider it, for it is a live and moving +problem, and one which will not be +masticated by very ordinary men, as they +gulp down their beer, their port or iced +water. It is the problem of “‘Hail, king +of the Jews,’ one day and ‘Crucify Him’ +the next.” It is, as I say, the veritable +protean problem of humanity, and nine +hundred and ninety-nine human beings +out of every thousand are very, very, +ordinary men.</p> + +<h3 class='c013'>THE X-RAY TRANSPORTER</h3> + +<p class='c012'>Let us picture to ourselves another +magician descending on this earth of ours, +a man of magic with the prosaic name of +John Smith, yet none the less a man of +genius, for all such are magicians in very +fact. He is a very modern genius, and, +I will suppose that he has discovered how +to transform any and all physical things +<span class='pageno' id='Page_21'>21</span>into ether waves moving at 186,000 miles +a second, and that he can precipitate in its +original form any article or being sent to +any given spot; all this arrived at by +tapping a key or pressing a button.</p> + +<p class='c007'>What a traffic problem is here opened +to this world; so immense that it puts to +blush the power of that horrid wizard who +would remove our railways. Its conception +is no more impossible than that of +broadcasting. Even in so remote a +village as Camberley (thirty miles distant +from London, and there I write), where +electrical genius is conspicuously absent, +I can switch on to Paris and listen +to Galli Curci or any other human bird. +And what appears to me far more +marvellous, simultaneously a fisherman in +Trondhjem can do likewise. An immense +audience in fact this Galli Curci can command, +and totally unknown to her, totally +unseen and out of contact even with itself, +a dust of individuals, each speck of which +can travel on or off her song by mere +pressure of the hand, each speck of which +<span class='pageno' id='Page_22'>22</span>can travel by ear at infinite speed and to +any civilized point on the globe. If this +is not magic, what is?</p> + +<p class='c007'>If song can be etherealized, why not +then the singer? How much more remarkable +would it not be, in place of +scanning bold headlines of dead workmen +and deposited babies, to read that Melba +will sing in New York, at a quarter past +three next Saturday afternoon, and at the +Opera House in Paris, that very same +day, and but twenty minutes later.</p> + +<p class='c007'>If we can transmit one thing, surely the +day must soon come when we shall be able +to transmit all things, and my genius +John Smith is the man of that day. What +could he not do? He could solve the traffic +problem in Regent Street or Broadway, +for all, astonished reader, you would have +to do would be to sit on a transmitter, +press a button, and in the minutest +fraction of a second, you would find +yourself in Peter Robinson’s, or Mr. +Morgan’s office, or wherever you wanted +to go, all for a penny or a couple of cents! +<span class='pageno' id='Page_23'>23</span>He could banish the Communists to the +moon, where there are no capitalists and +where there is plenty of ice to keep their +heads cool. He could replace the League +of Nations by a row of chairs. The +Grenadier Guards would fall in to the +stentorian yells of their Sergeant-Major +to be seated. The button would be +pressed by the Army Council and, in less +than a twinkle of an eye, they would be +doing their famous goose-step down the +Sieges Alle, to the utter consternation of +the terrible Teuton.</p> + +<p class='c007'>Dear and crawling reader, what could +he not do, and what could not you do? +Half-a-crown, or half-a-dollar, would take +you round the world—bag, baggage and +all. And if you do not forget your purse, +you can breakfast in New York at a +cafeteria, lunch with Ongo-Pongo on the +shores of Lake Chad, have tea in +Yoshiwara, at the “Nectarine” for +choice, and sup with Doris in the Bois +de Boulogne at 8.30—this, indeed, is to +live.</p> + +<p class='c007'><span class='pageno' id='Page_24'>24</span>But what would you do—you beefsteak-eating +bull of a Briton, yes, what would +you do? You would don your lounge +suit or your morning coat, or your tuxedo, +as your great grandfathers did right back +in 1825. You would become thoroughly +traditional and would say: “Why, this +man is mad—a raving lunatic! Send me +to Lake Chad?... Good God, man, +what is he thinking about ... Lock +him up!”</p> + +<p class='c007'>Then the storm would burst. The +leading engineers, “eminent” as they +are called by every newspaper, would say +it was contrary to etheric law; Harley +Street would be thoroughly up in arms, +for all their old lady friends might +suddenly betake themselves in a second to +Madeira and get cured of their ailments; +the physicians would say the human frame +cannot stand this rush; the bath-chairmen +would say that their occupation was gone; +the lawyers would say it was illegal and +that it would lead to the Cocos Islands +becoming a refuge for criminals; the +<span class='pageno' id='Page_25'>25</span>soldiers would say, how could they be +expected to protect this dash dashed land, +why, it did not fit their strategy, therefore +it <em>must</em> be wrong. And what would the +clergy say? Heaven alone knows, for +whilst antiquity and things antiquated +separate the Churches, any novelty of a +progressive nature is apt to bring them +together with amazing unanimity.</p> + +<p class='c007'>The reader may be beginning to think +that I, the writer, am off my head, but I +am not. So far, all I have done is to +reveal protean possibilities, now I will +turn to actualities of the same +psychological order. I will imagine that +this genius Mr. Smith has, in disgust, +removed himself to Aldebaran, and that +we are about to get back to the Brusselton +Incline.</p> + +<h3 class='c013'>ERICHTHONIUS, WHEELWRIGHT</h3> + +<p class='c012'>I must have missed the Incline in my +haste to get back to Brusselton, for I find +<span class='pageno' id='Page_26'>26</span>myself in Athens in the Minoan age, or +thereabouts, for the year is 1486 B.C. +Everyone seems very excited; porters +have thrown down their baskets and are +yelling unintelligible words, yet of a pronounced +and universal meaning; shoemakers +are beating at a house door with +their lasts. Whatever is up? A dainty +little creature, some now far away Doris, +approaches me and says: “Do you know +what that old blighter (my Attic is weak) +has done? Why, he has invented a thing +called a chariot, and all these poor people +have lost their jobs.”</p> + +<p class='c007'>Of course, Erichthonius never invented +the chariot; the idea of a pure inventor is +but a piece of proletarian imagery, a +morsel of that ignorance which is the soul +of the crowd. This old man, even if he +ever lived, which seems doubtful, did no +more than Savery did, or Newcomen, or +Watt, or Stephenson, or Marconi did; that +is, he was a link in that great chain we call +progress, each link being the great +thought of a great man. Tutenkhamon +<span class='pageno' id='Page_27'>27</span>had his chariot as we well know, and +many another before him, and we read in +the Acts of the Apostles of a eunuch of +great authority, a kind of Maître d’Hôtel +of Candace, queen of the Ethiopians, +journeying to Jerusalem sitting in his +chariot reading Esaias, the prophet, +which is no mean compliment to the +Roman road-makers in Palestine.</p> + +<p class='c007'>I must, however, hasten back to +Brusselton, for there lies my goal; but +stop, what is this? “A whirlicote,” a +“Noah’s Ark,” or, in common language, +an Elizabethan coach; for sure—a direct +descendent of the handicraft of Erichthonius. +The Earl of Rutland, it is +said, first built whirlicotes in this country, +in 1565, and, in spite of the villainous +condition of the roads, my lords and +ladies soon took to them. This, +apparently, was a sure proof, in its day, +that the country was going to the dogs; +for, early in the seventeenth century, a +bill was brought into Parliament “to +prevent the effeminacy of men riding in +<span class='pageno' id='Page_28'>28</span>coaches.” Hitherto Englishmen had +ridden or walked, why should they not +continue to do so, why not, indeed?</p> + +<p class='c007'>In the first quarter of the seventeenth +century, the number of coaches in London +was reckoned at six thousand and odd, +and in a curious old book, published in +1636, and recently reprinted, called +“Coach and Sedan,” of these six +thousand and odd whirlicotes we read:—</p> + +<p class='c007'>“I easilie (quoth I) beleeve it, when in +certaine places of the Citie, as I have +often observed, I have never come but I +have there, the way barricado’d up with a +<em>Coach</em>, two, or three, that what hast, or +businesse soever a man hath; hee must +waite my Ladie (I know not whose) +leasure (who is in the next shop, buying +pendants for her eares; or a collar for +her dogge) ere hee can find any passage.”</p> + +<p class='c007'>It is Regent Street or Fifth Avenue over +again, for, according to this author, +when there is a new Masque at Whitehall, +the coaches stand together “like mutton-pies +in a cooke’s oven,” and then he adds: +<span class='pageno' id='Page_29'>29</span>and “hardly you can thrust a pole +between them!”</p> + +<p class='c007'>In its turn, the stage coach was opposed +tooth and nail, because it was something +new. In 1671, Sir Henry Herbert, M.P., +stated that: “If a man were to propose +to convey us regularly to Edinburgh in +seven days, and bring us back in seven +more, should we not vote him to +Bedlam?” Sir Henry Herbert is what I +call a psychological Proteus, a kind of +intellectual amoeba which propagates +itself by simple division, the parts of +which are always with us and alike—they +never die.</p> + +<h3 class='c013'>THE PHILOSOPHER’S STEAM</h3> + +<p class='c012'>The Brusselton Incline is now in sight, +so I will pause and look back whilst I +regain breath. The horse of Troy was a +very wonderful beast, and many strange +things came out of it, for it was the +<span class='pageno' id='Page_30'>30</span>strangest thing man had seen since the +Ark. But years after Troy was burnt, a +stranger thing was seen in Alexandria. +It was called an aeolipile, a kind of +rudimentary steam engine, which was +invented by one, Hero, in 130 B.C. He +used it to open and close the doors of a +temple, yet it was eventually destined to +open the portal of a new world, a glimpse +of which would have sent Hero or +Columbus completely out of their minds. +Yet these greater doors remained closed +for seventeen hundred years, when +another, this time Battista della Porta, in +the year 1601, re-discovered the power +of steam.</p> + +<p class='c007'>In 1641, Marion de Lorme, accompanied +by the Marquis of Worcester, +visited the madhouse of the Bicêtre in +Paris, and this is what he writes:—</p> + +<p class='c007'>“We were crossing the court, and I, +more dead than alive with fright, kept +close to my companion’s side, when a +frightful face appeared behind some +immense bars, and a hoarse voice +<span class='pageno' id='Page_31'>31</span>exclaimed, ‘I am not mad! I am not +mad! I have made a discovery that would +enrich the country that adopted it.’ +‘What has he discovered?’ asked our +guide. ‘Oh!’ answered the keeper, +shrugging his shoulders, ‘Something +trifling enough; you would never guess +it; it is the use of the steam of boiling +water.’”</p> + +<p class='c007'>Who was this maniac? It was +Solomon de Caus, he had a vision whilst +dabbling with steam vessels, and he had +seen carriages and ships propelled by +steam. This was too much for men +dressed in half hose and doublets, or +whatever was the tuxedo of their day. +“Carriages driven by steam ... +lock him up!” So he was locked up. +But the idea lived on, and it grew. There +was Giovanni Branca, Edward Somerset, +Marquis of Worcester, then Thomas +Savery, who, in 1698, obtained a patent +for a water raising engine. There were +others, Jean de Hautefeuille, who, in +1678, suggested the piston; Denis Papin, +<span class='pageno' id='Page_32'>32</span>1690, of cylinder and piston fame. At +length Thomas Newcomen, 1705, something +near success; others still, +Humphrey Potter, Henry Beighton, but +all waiting for <em>the</em> man. Then <em>the</em> man +came in the form of a poor instrument +maker, and the new Jerusalem of the +steam age was Glasgow, for there did he +work. This man was James Watt, who, +having realized that the cylinder of an +engine should always be as hot as the +steam which entered it, in 1769 threw +open the doors of the most stupendous +epoch in economic history. The transmutation +of heat into mechanical work +had been discovered, it was the true stone +of the philosophers, the “Open Sesame” +to another age.</p> + +<h3 class='c013'>GEORGE STEPHENSON, ENGINE-WRIGHT</h3> + +<p class='c012'>In the very year James Watt built the +first practical steam engine, namely, the +<span class='pageno' id='Page_33'>33</span>year 1769—the year Napoleon was born—fearful +riots were taking place in Russia, +because some enlightened person had +introduced the potato, a useful vegetable +as we all know, yet at this time one in +which the Russian peasant saw the +Satanic thumb, for he was certain that +this humble vegetable was the “devil’s +apple.” Though why this should have +detracted from its nutritive qualities I +cannot say.</p> + +<p class='c007'>Looking back now, and we are nearing +Brusselton, it seems to me that there is +no difference between the spirit of these +deluded peasants and those who, with +shoe lasts, beat vigorously on the door of +Erichthonius’s house. They are one and +all Sir Henry Herberts, though the +particular cut of their clothes may differ. +George Stephenson, having studied steam +engines in general and Mr. Trevithick’s +crude and inefficient locomotive in +particular, determined to build one of his +own, and, with the support of Lord +Ravensworth, he accomplished this feat +<span class='pageno' id='Page_34'>34</span>at Killingworth in 1814. There the first +efficient locomotive was made. Had Lord +Eldon been a Russian, he would probably +have objected to potatoes, but being +an Englishman he preferred bigger game. +“I am sorry,” he said, “to find the +intelligent people of the North-country +gone mad on the subject of railways.” A +few miles had only been opened, but this +was quite sufficient to establish madness, +and by some other of his ilk, the adage, +“A fool and his money are soon parted,” +was applied to Lord Ravensworth.</p> + +<p class='c007'>The Killingworth railway was followed +by the Stockton and Darlington line. Mr. +Edward Pease, the Quaker supporter of +Stephenson, had said: “Let the country +but make the railroads, and the railroads +will make the country.” Be it remembered +that locomotives had been working +at Killingworth, and very efficiently, for +ten years; but there were others who, +unlike Mr. Pease, were full of the spirit +of old Herbert. The Duke of Cleveland +opposed the measure in Parliament, as the +<span class='pageno' id='Page_35'>35</span>line would pass through his fox covers, +and, due to his influence it was thrown +out. A new survey was made, avoiding +these precious earths, and the railway +was built.</p> + +<p class='c007'>The next line was that between +Manchester and Liverpool. Lord Derby +turned out his farm hands to chase +Stephenson’s surveyors off his estates. +Lord Sefton did likewise, and the Duke +of Bridgewater threatened to shoot them +at sight. Stephenson had his theodolite +so often smashed that he deemed it wise +to hire a prize fighter to carry it. The +“Quarterly Review” supported the +project, and it is curious to read what it +said, for it will give the reader some idea +of the virulence of the opposition. It +says:</p> + +<p class='c007'>“What can be more palpably absurd +and ridiculous than the prospect held out +of locomotives travelling <em>twice as fast</em> as +stage coaches! We should as soon +expect the people of Woolwich to suffer +themselves to be fired off upon one of +<span class='pageno' id='Page_36'>36</span>Congreve’s ricochet rockets, as trust +themselves to the mercy of such a +machine going at such a rate.... +We trust that Parliament will, in all railways +it may sanction, limit the speed to +<em>eight or nine miles an hour</em>, which we +entirely agree with Mr. Sylvester is as +great as can be ventured on with safety.”</p> + +<p class='c007'>This was praise indeed, and it is amazing +that the British Parliament, which is +always full of ordinary men, did not take +the hint and limit the speed of the +locomotive to that of a trotting horse. +Nevertheless, though this grand opportunity +was missed, the Parliamentary +Committee did all in its power to obstruct +the measure. One of its members asked +George Stephenson: “Suppose a cow +were to stray upon the line?” There +was a hush of horror, then he added: +“Would not that, think you, be a very +awkward circumstance?” “Yes,” +answered Stephenson, “very awkward +indeed—<em>for the coo</em>!”</p> + +<p class='c007'>The leading councils openly declared +<span class='pageno' id='Page_37'>37</span>that this “untaught and inarticulate +genius” was mad.... “Every +part of the scheme shows that this man +has applied himself to a subject of which +he has no knowledge, and to which he +has no science to apply.” Not only +would these locomotive engines be a +terrible nuisance, “in consequence of the +fire and smoke vomited forth by them,” +but “the value of land in the neighbourhood +of Manchester alone would be +deteriorated by no less than £20,000!” +“The most absurd scheme that ever +entered into the head of man to conceive,” +shouted Mr. Alderson, the leading counsel. +“No engineer in his senses would go +through Chat Moss,” solemnly declared +Mr. Giles, the most eminent engineer +brought forward by the opposition. He +estimated the cost of such a project at +£270,000. Stephenson did it for +£28,000, but the line was an expensive +one as it had so many fox covers to avoid.</p> + +<p class='c007'>All this was but a preliminary skirmish, +the main battle now began. The beef-eating +<span class='pageno' id='Page_38'>38</span>Briton was thoroughly aroused. +George Stephenson was considered to be +an incarnation or certainly an implement +of his Satanic Majesty. The public were +appealed to, and ever ready to hinder +progress, they took off their tuxedo, +smocks, frocks, morning coats or whatever +covered their bodies, and formed +phalanx against the common foe. A +meeting of Manchester ministers of all +denominations was convened. This +meeting declared that the locomotive was +“in direct opposition both to the law of +God and to the most enduring interests of +society.” This set match to powder. +The doctors declared that the air would +be poisoned and birds would die of +suffocation. The landowners, that the +preservation of pheasants and foxes was +no longer possible. Householders, that +their houses would be burnt down and the +air polluted by clouds of smoke. Horse-breeders, +that horses would become +extinct. Farmers, that oats and hay +would be rendered unsaleable. Innkeepers, +<span class='pageno' id='Page_39'>39</span>that inns would be ruined. +Passengers, that boilers would burst. +Heaven knows who—“that the locomotive +would prevent cows grazing, hens +laying, and would cause ladies to give +premature birth to children at the sight +of these things moving at four and a half +miles an hour!”</p> + +<p class='c007'>Yet there was this consolation. The +very, very ordinary man, the British +public at large, declared that “the weight +of the locomotive (six tons!) would completely +prevent its moving, and that railways, +even if made, could <em>never</em> be +worked by steam power.” Yet for ten +years now, and more, the Killingworth +engines were running daily!</p> + +<p class='c007'>The Stockton and Darlington line was +a tremendous success; so also was the +railway between Manchester and Liverpool, +yet opposition thickened rather +than lessened. In 1830, the “Rocket” +had attained a speed of thirty-five miles +an hour, yet, in 1832, Colonel Sibthorpe +(the Army now come into the picture and +<span class='pageno' id='Page_40'>40</span>oh! how bravely), declared his hatred of +these “infernal railroads,” and that he +“would rather meet a highwayman, or +see a burglar on his premises, than an +engineer!” When the Birmingham +railway bill was before Parliament, Sir +Astley Cooper, that most eminent of +surgeons, declared: “You are entering +upon an enormous undertaking of which +you know nothing. Then look at the +recklessness of your proceedings! You +are proposing to destroy property, cutting +up our estates in all directions! Why, +gentlemen, if this sort of thing be +permitted to go on, you will in a very few +years <em>destroy the noblesse</em>!” And this, +from a man who had been knighted for +cutting a wen out of George IV.’s neck!</p> + +<h3 class='c013'>THE NATURE OF THE BEAST</h3> + +<p class='c012'>All this is not only amusing, but vastly +instructive—these beaters of shoe lasts on +the lintel of genius. Here we have a +<span class='pageno' id='Page_41'>41</span>deep and vivid study presented to us of +popular ignorance, that universal +coagulant of truth. In 1824, George +Stephenson had said to his son and a companion: +“Now lads, I will tell you that I +think you will live to see the day when +railways will come to supersede almost +all other methods of conveyance in this +country—when mail coaches will go by +railway, and railroads will become the +Great Highway for the King and all his +subjects. The time is coming when it +will be cheaper for a working man to +travel on a railway than to walk on foot.”</p> + +<p class='c007'>The victory was won in 1825, the year +following this memorable prophecy; yet, +in 1835, the reactionaries were still +fighting a rear guard action, and we find +the landed gentry sending forward their +servants and luggage by rail and condemning +themselves to jog along the +roads in the family coach. On the +Continent it was just the same, and even +in 1862 the Papal Government opposed +the opening of the Rome and Naples +<span class='pageno' id='Page_42'>42</span>railway. The rear guard fought on until +June, 1842, when, on a certain Monday, +Her Majesty Queen Victoria made her +first railway trip. It was from Windsor +to London, and her coach had a crown +on its roof. The reactionaries went head +over heels, donned their frock coats or +whatever garment appertained to their +social rank, and declared the railway the +greatest blessing God had ever permitted +man to discover. The Marquis of Bristol, +wildly excited, said that “if necessary, +they might <em>make a tunnel beneath his +very drawing-room</em>,” and the Rev. F. +Litchfield that he did not mind if a railway +ran through his bedroom, “with +the bedposts for a station.” Ever +irrational and unbalanced, very ordinary +men went as mad on railways as they had +been mad against them. The panic of +1844–1846 was the result. In the last-mentioned +year applications were made to +Parliament for powers to raise +£389,000,000 for the construction of new +lines.</p> + +<p class='c007'><span class='pageno' id='Page_43'>43</span>On the 26th of June, 1847, a year before +George Stephenson died, he attended the +opening of the Trent Valley Railway. +Sir Robert Peel was his host and +proclaimed him “the chief of our +practical philosophers.” Seven baronets +and two or three dozen members of +Parliament, all in frock coats and tall +hats, did homage to the great engineer, +whilst the clergy blessed the enterprise +and bid all hail to the new line as +“enabling them to carry on with greater +facility those operations in connection +with religion which were calculated to be +so beneficial to the country.”</p> + +<p class='c007'>I wonder what passed in George +Stephenson’s mind. In 1825 he was +universally proclaimed mad and a danger +to society; in 1847 he is proclaimed “the +chief of our practical philosophers” and +the saviour of society. I wonder which +he objected to most—their abuse or their +praise? Both, I should imagine, were +largely overlooked by him, for he was a +very great man, and surely those who +<span class='pageno' id='Page_44'>44</span>abused him and praised him—very, very +small—truly insignificant.</p> + +<h3 class='c013'>PROTEAN IGNORANCE</h3> + +<p class='c012'>Protean ignorance never dies; this is +the problem which confronts us. George +Stephenson has only been my peg upon +which I have hung this musty old skin, +indeed no golden fleece, but just as +magical, so that I might the better +examine it; and a fine stout peg it is—all +of British oak.</p> + +<p class='c007'>Stephenson was the father of the +locomotive; as to this there can be no +dispute, and equally can there be no doubt +that the locomotive has changed the superstructure +of the civilized world, yet its +foundations remain permanently fixed. +Matter fluctuates as the will of man +unmasks the material world; but the soul +of man remains fixed, abiding in the +solitude of his ignorance.</p> + +<p class='c007'><span class='pageno' id='Page_45'>45</span>Ignorance and stupidity are always with +us, they are the Dioscuri of the temple of +life. To change the material world is +like changing our clothes, to change the +spiritual world is like changing our +intestines. Spiritual, I admit, is not the +exact word, neither is moral nor human. +To me, the spiritual is all-pervading and +uninfluenced by intelligence or reason. A +man who is grossly ignorant is grossly +religious, for he is a worshipper of idols.</p> + +<p class='c007'>To-day we see the multitudes bending +the knee to Baal, and yet we see them +surrounded by misery, woe and suffering. +No disease is incurable, no ill cannot be +conquered. But every would-be saviour, +however humble, must prepare for +crucifixion, because the very multitudes +they would save are in themselves their +worst enemies.</p> + +<p class='c007'>Henry Herbert never dies, he was here +before Adam took form from out the +dust of Eden, and he will be the last man +to leave this earth when the last trumpet +<span class='pageno' id='Page_46'>46</span>sounds, and I have not the slightest doubt +that he will then question the wisdom of +the Almighty. He will question the +wisdom of all things new, and yet, to-day, +the world is groaning for novelty, for +material growth means also material +decay. Though very ordinary men can +build middens, it is only the extraordinary +man who can shift these piles of refuse—accumulations +of old traditions, customs +and accepted things. To me the moral +of this centenary is not the power of +steam, but the power of the will of man. +George Stephenson triumphed over all +difficulties, because he was possessed of +a will to win. The stronger opposition +grew the more mighty grew his will. +Protean ignorance has, therefore, its +virtue; it renders progress difficult to +attain; it is the whetstone of genius. +When we realize this, in place of wringing +our hands in lamentation when Henry +Herbert beats his last against our door, +we open it and look at him, and laugh, +<span class='pageno' id='Page_47'>47</span>and then close it and go on with our +work—in one word, we persevere. +Laughter and Perseverance, surely these +two are the shield and sword of progress.</p> + +<div class='chapter'> + <span class='pageno' id='Page_48'>48</span> + <h2 class='c005'>THE CONQUEST OF THE ELYSIAN FIELDS</h2> +</div> + +<h3 class='c011'>THE EQUATION OF POWER AND MOVEMENT</h3> + +<p class='c012'>Power and Movement, these are the +foundations of civilization and the sire and +dam of progress, and before the days of +Watt, Fulton and Stephenson, all Anglo-Saxons, +how shallow were they laid; so +shallow that their social and industrial +superstruction is, to-day, difficult to +visualize, let alone to understand. Here is +a little glimpse, and if not a very dramatic +one, yet one which is apt to make us +wonder at this lost world of little more +than a century ago, a world all but +obscured in clouds of steam.</p> + +<p class='c007'>In 1770, Adam Smith wrote (and be it +remembered that for fifty years after this +date the picture remains true) the +following:—</p> + +<p class='c007'><span class='pageno' id='Page_49'>49</span>“A broad-wheeled wagon attended by +two men, and drawn by eight horses, in +about six weeks’ time carries and brings +back between London and Edinburgh +near four ton weight of goods. Upon +two hundred tons of goods, therefore, +carried by the cheapest land-carriage from +London to Edinburgh, there must be +charged the maintenance of a hundred +men for three weeks, and both the maintenance, +and, what is nearly equal to the +maintenance, the wear and tear of four +hundred horses, as well as of fifty great +wagons.”</p> + +<p class='c007'>To-day, when the trans-Siberian railway +is in working order, a man can travel in +the same time, with four tons of baggage +if he wishes, from London to Tokio and +back. Edinburgh is four hundred miles +from London, and Tokio is some eight +thousand miles from this same city; such +has been the expansion of movement and +the contraction of space, and to-morrow +aircraft may reduce the time taken to a +fortnight.</p> + +<p class='c007'><span class='pageno' id='Page_50'>50</span>The fire of Prometheus is as a rush-light +compared to the volcano of steam which, +like all great world forces, is a mixture of +Pandora and her box; for it has given us +beauty and wealth, and also ugliness and +starvation. It revived the world, bled +white during the Napoleonic wars, and, +in place of conquering the world as the +great Corsican attempted, it recreated it.</p> + +<p class='c007'>When men began to move by steam +power, Titans strode this earth. In peace +time we see science advancing as it had +never advanced before, industry growing +beyond belief or imagination. Cities +spring up in the night, such as Chicago, +for whilst, in 1830, its population +numbered a hundred souls, to-day it holds +nearly three millions. Nations grew and +doubled, trebled and quadrupled their +populations, and the wealth of Crœsus is +to-day but the bank balance of Henry +Ford. Yet out of all this prosperity, +created by steam power, arose the Great +War of 1914–1918, which, in its four years +of frenzy, was to show a surfeited +<span class='pageno' id='Page_51'>51</span>civilisation the destructive power of +steam.</p> + +<p class='c007'>What do we see during this last period +of roaring turmoil? A curious picture. +The railway and the steamship, which, +during days of peace, increased movement +out of all belief, during war end by +impeding it. Like great funnels, we see +the railways, pouring forth cataracts of +men, veritable human inundations, and +then we see that, though it is easy to move +masses by rail, once the rail is left behind, +it is next to impossible to supply these +masses by road, or to move them in face +of gun and machine gun. The war +becomes a war of trenches, not a moving +war, but a stationary affair—men look at +each other and sometimes shoot.</p> + +<p class='c007'>As peace begets war, power and movement +are the foundation of the second, +just as they are of the first. On the battlefield +or in the workshop, power is useless +without movement. It is no good setting +up a boot factory, unless you can get the +boots on to the feet of the people, and in +<span class='pageno' id='Page_52'>52</span>war it is no good piling up bayonets, +unless you can get them into the intestines +of your enemy. Thus, it happened that, +before the war was three months old, +though each side possessed much power, +power in itself was useless, for it could +not be moved. The remaining four years +of the war were spent in solving the +equation of power and movement.</p> + +<p class='c007'>This problem was partially solved by +the tank, which possessed both power and +movement. And from the armies which +used these machines, and there were never +very many of them, little streamlets of +men trickled forward out of these great +stagnant human pools, and the war was +won.</p> + +<h3 class='c013'>THE RIDDLE OF THE GORDIAN KNOT</h3> + +<p class='c012'>What is our problem to-day? It is +again the problem of power and movement; +not a new problem, but a very old +<span class='pageno' id='Page_53'>53</span>problem, in fact the eternal problem +dressed up in a new frock. Our problem +is to revive our old industries, so far +as they can be revived, and to establish +new ones, for industries, like the human +beings who create them, grow old, come +on the pension list and die. Our problem +is, as it was during the war, to shift the +population, to demobilize our great army +of unemployed, and to cause it to trickle +from our over-populated little island into +our underpopulated Dominions and +Colonies. Lastly, our problem is to +secure ourselves against another war.</p> + +<p class='c007'>To-day, we find ourselves in a veritable +labyrinth of difficulties, but there must be +a way out, possibly several, for otherwise +we could not be standing in its centre. +We have got into it, so we can get out of +it, as we have of many a former maze; +but how?</p> + +<p class='c007'>It is here that I think the spirit of +George Stephenson can help us, and it is +for this reason that I have taken up so +much of this little book with this great +<span class='pageno' id='Page_54'>54</span>man’s name and work, and with the +difficulties he faced and, undaunted, conquered. +His motto was “Perseverance”; +let it be ours. He did not talk over much, +but he took his coat off and got to work. +He worked single-handed and was +obstructed at every turn. The whole +country was against him, yet he conquered, +and, more to him than to any +other man a century ago, it seems to me, +were the problems, which then faced +England, solved, and they are the +problems which face England now.</p> + +<p class='c007'>As it may be said, and with some truth, +in fact a great deal of truth, that the +railway made the war, since it made the +peace which preceded the war, so with +equal truth may it be said that the petrol +engine, encased in a tank, by making +peace possible, may now make peace +profitable, even if in doing so it begets +the germs of another war. In other +words, as the war was so largely +won by the tank, so must the +peace which has followed it be largely +<span class='pageno' id='Page_55'>55</span>won by the caterpillar tractor, or roadless +vehicle.</p> + +<p class='c007'>Henry Herbert will vote me to Bedlam, +but this is the most encouraging fact of +all, for every new idea must start by being +in a minority of one, such as that of +George Stephenson’s against the world. +The stronger the opposition the better the +idea, may not be a law of Nature, yet it +is a pretty sound rule, and one with few +exceptions. If we persevere and laugh, +the caterpillar tractor will win the peace, +and to paraphrase the words of George +Stephenson, I will, in my turn, make a +prophecy:</p> + +<p class='c007'>“Now lads, I venture to tell you that +I think you will live to see the day when +tracked vehicles will supersede almost all +other methods of conveyance in roadless +countries; when armies will be moved +across country and roadless traction will +become the chief means of commercial +movement in all undeveloped lands. The +time is coming when it will be cheaper +for a farmer or soldier to use a +<span class='pageno' id='Page_56'>56</span>tracked machine than to travel by +rail.”</p> + +<p class='c007'>As it took Mahomet three years to +collect thirteen followers, I shall not be +downcast if I collect no greater a number +out of the readers of this book, because +perseverance was the motto of Mahomet +as well as of Stephenson, and as +perseverance won them their battles, may +it win me mine.</p> + +<p class='c007'>Many will consider my prophecy +ridiculous, and a multitude of Henry +Herberts will foam at the mouth. +Protean ignorance is against me—a +resilient Everest of oiled rubber. A +hundred years ago it was boisterously +hostile to novelty, to-day it is somnolently +apathetic, and, in this latter mood, it is +almost more overpowering than in the +former. Nevertheless, let us smile, let us +take off our coats and climb this glutinous +mountain, for the Elysian fields lie +beyond.</p> + +<p class='c007'>A few years ago we were told that, +once the war was won, this little island +<span class='pageno' id='Page_57'>57</span>of ours was going to be fit for heroes to +live in, as if any country ever had been or +could be an Eldorado after a great war! +To-day, we have well over a million +unemployed men and women in this +country, and I have no doubt there are +many heroes and heroines amongst them; +certainly the conditions demand an heroic +race to win through.</p> + +<p class='c007'>Our present difficulties all boil down +to one recognizable sediment. Great +Britain is over-populated. Before the +war we were over-populated, and to-day +we are still more so, and to-morrow +matters are likely to be worse.<a id='r1'></a><a href='#f1' class='c014'><sup>[1]</sup></a> There +are three solutions to this problem. +Either we must stop breeding, or we must +create new home industries and so absorb +our surplus population, or we must +transport it to less thickly populated +areas overseas.</p> + +<div class='footnote' id='f1'> +<p class='c007'><a href='#r1'>1</a>. In 1913, 700,000 emigrated from this +country; in 1923, only 463,000 left.</p> +</div> + +<p class='c007'>Six hundred and odd politicians in +<span class='pageno' id='Page_58'>58</span>Westminster, some in black ties and +others in red, chatter like a wilderness of +monkeys, whilst those who were +proclaimed heroes may consider themselves +lucky if they are allowed to stand +in the gutter and sell bootlaces; +and in this chatter the problem is +drowned, only to bob up again, between +each breath.</p> + +<p class='c007'>We are told that the Government’s +determination is “not to tolerate +propaganda for birth control in clinics and +maternity centres supported by public +funds.” This settles the first solution, at +least the Government does not believe in +it. Recently, because the coal mining +industry was unable to pay its way, it is +now subsidized, and many new industries +are left unprotected, so the second +solution joins the first. As regards the +third solution, very little has been done +outside private effort, because the problem +has been tackled from the wrong end. +Attempts are persistently being made to +shift the unemployed; who wants them? +<span class='pageno' id='Page_59'>59</span>In place attempts should be made to shift +the employed, but this question I will +examine a little later on.</p> + +<p class='c007'>The point I want the reader, however, +to realize is that, as the riddle of the +Gordian knot was <em>not</em> solved by cutting +it, so the problem of over-population will +not be solved by the dole. Cutting and +doling can be done by any fool with his +coat on, they are too easy; for the problem +which faces us demands that we take our +coats off and get to work, in place of +turning our less fortunate fellow citizens +into unemployable vagrants.</p> + +<h3 class='c013'>THE PROBLEM OF UNEMPLOYMENT</h3> + +<p class='c012'>Birth control I rule out of discussion, +and though I am of opinion that it might +well be made compulsory amongst +politicians, my solution demands not a +restriction, but a vast increase in the birth +rate.</p> + +<p class='c007'><span class='pageno' id='Page_60'>60</span>The invention of the locomotive and +steamship upset all birth rate calculations.<a id='r2'></a><a href='#f2' class='c014'><sup>[2]</sup></a> +During the last century it has +been reckoned that twenty-eight million +people left Europe by sea, four millions +during the first half and twenty-four +millions during the second, the period of +railway and steamship development. Out +of these twenty-eight million emigrants, +twenty-two millions went to the United +States, the population of which was five +and a quarter millions in the year 1800, +seventy-six millions in 1900, and is about +one hundred and ten millions to-day, and +quite possibly, before the present century +is out, this figure will be doubled.</p> + +<div class='footnote' id='f2'> +<p class='c007'><a href='#r2'>2</a>. In 1750, before the industrial revolution set +in, the population of the United Kingdom was +6,517,000.</p> +</div> + +<p class='c007'>In the United Kingdom we see, if not +so great, as startling an increase, considering +the smallness of the country. In +1801, the population numbered about sixteen +millions, and to-day, excluding +Ireland, it numbers about forty-four +<span class='pageno' id='Page_61'>61</span>millions, which is probably four or five +millions more than the industry of the +country can economically support, as +unemployment and the low standard of +living, not only now but before the war, +testify to.</p> + +<p class='c007'>Let us remember always what has +created the great civilizations of the past, +empires and kingdoms, prosperous lands +and great cities. It is movement and the +means of movement. First man placed a +bundle on his wife’s head and gave her a +kick, then he tamed the ox and beat it +with a stick, thus civilization became +possible. At length, he invented the +wheel and the sail, and, by means of these +inventions, mankind crept out of primeval +darkness into the dawn of history. In +1809 Fulton invented the steamship, and +in 1814 George Stephenson built his first +locomotive. It is, as I have already said, +these inventions which have created not +only such immense cities as modern +London and New York, but which have +shifted millions of men, women and +<span class='pageno' id='Page_62'>62</span>children from one part of the globe to the +other. Why did they shift them, this is +the question? Because the steamship and +the railway enabled them to tap sources of +wealth which did not exist in their own +countries; for without prospects of wealth +there would be little or no movement.</p> + +<p class='c007'>To-day, we possess an Empire of over +fourteen million square miles in area, of +which three-quarters is sparsely inhabited. +In Canada we find nine million two +hundred thousand people; in Australia five +million eight hundred thousand; in South +Africa eight millions, and in New Zealand +only one million two hundred thousand; +yet New Zealand is as big as the British +Isles.</p> + +<p class='c007'>Without considering our immense +Colonial possessions, the potential wealth +of the Dominions alone should eventually +be sufficient to support certainly one if +not two hundred millions of Englishmen. +On the one hand we have room for at +least a hundred millions, and on the other +we have a surplus of some five millions. +<span class='pageno' id='Page_63'>63</span>The redistribution of this surplus should +not prove an insuperable problem, and +even if it cost us twenty pounds a head +to arrive at a solution, it would be cheap +when compared to spending forty-six +millions a year on doles and poor rates, +which, far from solving the problem of +unemployment, only accentuate it.<a id='r3'></a><a href='#f3' class='c014'><sup>[3]</sup></a></p> + +<div class='footnote' id='f3'> +<p class='c007'><a href='#r3'>3</a>. “Schemes to the value of approximately +£466,000,000 undertaken in connection with the +relief of unemployment have, or are being +assisted by the Exchequer.”—<cite>Whitaker’s +Almanack.</cite></p> +</div> + +<p class='c007'>In former times, the danger inherent +in immigrations was the hostility of the +tribes in occupation of the new lands—the +problem was a military one. To-day, the +difficulty is not military, but financial. +To-day, it is no longer bows and arrows +which restrict immigration, but money. +To-day, it is not profitable to tackle a land +owner with a rifle, and nearly all land +worth owning is owned; instead the settler +must buy the land, or be sufficiently +skilled to dispose of his labour at a profit.</p> + +<p class='c007'>Our present-day unemployed have no +<span class='pageno' id='Page_64'>64</span>money and little skill. To send such +people to the Dominions is no true +solution of the unemployment problem, +for it only shifts the unemployed from +one place to another, and this does not +solve the problem. In 1914, Germany +attempted to gain the French Colonies, +not because she wanted to shift to them +the vagrants of Berlin and Hamburg; +but, because the possession of these +Colonies would have enabled thousands of +well-to-do Germans, the small capitalists +and skilled workers of the middle classes, +to enrich themselves without loss of +nationality. Incidentally, as these people +emigrated, room would be made in +Germany for the under-dog. Competition +would have decreased with a decrease in +not the unemployed, but in the employed +population. Wages would have increased +in proportion and, by degrees, the greater +percentage of the under-dogs, through +increased wealth, would have raised themselves +into the middle class as small +capitalists.</p> + +<p class='c007'><span class='pageno' id='Page_65'>65</span>To-day, there is no necessity for us to +covet the territories of other nations. +We possess ten million square miles of +sparsely-populated land in which Englishmen +will not be lost to the Empire. +To-day, we see this problem mentioned in +every paper, but writers will persist in +thinking in terms of the <em>unemployed</em>. It +is the <em>employed</em> we must shift, not only +because at home room will thus be made +for the unemployed,<a id='r4'></a><a href='#f4' class='c014'><sup>[4]</sup></a> but because it is the +skilled man or the small capitalist who +can thrive in the Dominions and Colonies +and the unemployed normally cannot.</p> + +<div class='footnote' id='f4'> +<p class='c007'><a href='#r4'>4</a>. It may be considered by some that this will +mean that we in England shall be left with the +unworkable dregs of society. Such a view is a +gross libel on the bulk of the unemployed. +Before the War, seventy per cent. of the recruits +for the army enlisted because they were unemployed. +During the War these men were +universally proclaimed heroes, and such they +were. I can personally testify, after twenty-seven +years of service in the army, that less +than five per cent. of the men in any unit of +regular soldiers would make undesirable citizens +if vocational training were fully established. If, +however, men are kept unemployed for years +they will eventually become unemployable.</p> +</div> + +<div> + <span class='pageno' id='Page_66'>66</span> + <h3 class='c013'>THE PROBLEM OF POWER</h3> +</div> + +<p class='c012'>To move we must not only possess the +means of movement, but the will to move; +for, without this will, all the means in +the world are but scrap iron and dead +timber. The men who first tamed the +camel and the horse must have had ideas +in their heads—visions which impelled +them to do what they did. It may have +been sympathy for his wife as she carried +his load which induced men to jump on +a horse’s back, but much more likely was +it her low carrying power and possibly +also to get away from her restless tongue.</p> + +<p class='c007'>In ninety-nine cases out of a hundred, +the will to move is stimulated by material +gain. To possess something easily, +cheaply, and, if possible, for nothing, is +the urge of both commerce and robbery, +twins of Fear and Greed, forces of vice +as well as of virtue, the forces of the +growth of the human world, and forces +not to be set aside lightly.</p> + +<p class='c007'><span class='pageno' id='Page_67'>67</span>The nomadic hordes surged out of Asia +in the search after food. It was the +desire to fill their stomachs which moved +them. They trickled over Europe until +they met the sea, and then, as years +passed by, they conquered the ocean and +swept into the New World. What will +happen when the Americans begin to +swarm, it is difficult to say. Will they +once again set out to pursue the setting +sun? Who knows?</p> + +<p class='c007'>So also with the wars of the world, as +with these slow but steady human inundations, +it has nearly always been a material +goal, however shadowy in form, which +has provided the urge. Security, what is +this? The shield of Prosperity and +Liberty—a desert, a river, a range of +mountains, or a feeble neighbour; in one +word, a secure frontier to shield a +people, so that they may enjoy the fruits +of peace; this has been the urge of war.</p> + +<p class='c007'>Then, from war, which so often is but +robbery on a national scale, to turn to +barter, amicable warfare; and from +<span class='pageno' id='Page_68'>68</span>barter to turn to commerce, amicable war +on a national scale, what has been the +urge? A gold field, oil wells, land where +corn will grow or cattle will breed; in one +word, the possibilities of wealth, which is +the loadstone of movement.</p> + +<p class='c007'>The potential wealth of the Empire is +stupendous, and potential wealth is power +asleep, power awaiting to be roused from +its slumbers, the power of coal, of oil, +and water, of the air and the sun’s rays, +of the tides and of the atoms themselves. +The whole world is a gigantic battery of +power, and our Empire covers a quarter +of this world, and all that is needed is to +detonate it, and it can only be detonated +by the will of man.</p> + +<p class='c007'>The Romans conquered by building +roads, the modern world, by building railways. +Yet both are but a one-dimensional +means of movement, and, in +type, so near related, that even to-day the +gauge of our railway lines is the gauge of +the Roman chariots. Suppose now that +these roads and railways could suddenly +<span class='pageno' id='Page_69'>69</span>expand laterally, so that from a few +feet broad they could expand to a few +yards in breadth, then to hundreds of +yards, miles, and hundreds of miles, until +it is as easy to move over the surface of +the earth as over the surface of the sea. +A second dimension would be given to +movement; a new world would be born, +since a stupendous sleeping power would +be awakened. Stephenson improved the +chariot. In place of taking three weeks +to go from London to Edinburgh we can +now travel there in eight hours. He +conquered Time rather than Space. The +storming of the Bastions of Space, this is +the problem of the future, and one of our +engines of conquest is the cross-country +machine.</p> + +<h3 class='c013'>PROBLEMS OF MOVEMENT</h3> + +<p class='c012'>Economic movement may be divided +into five great categories, namely, movement +<span class='pageno' id='Page_70'>70</span>by air, by water, by rail, by road and +by pack. Each may be divided into two +sub-categories. Thus, air movement by +transport lighter and heavier than air; +water movement into sea transport and +inland water transport; railway movement +into broad and narrow-gauge lines; road +movement into transport by wagon and +lorry, and pack movement into human +and animal porterage or carriage.</p> + +<p class='c007'>I do not here intend to examine movement +by air and water, and, as regards +the other three categories, I will limit my +examination to their use in undeveloped +countries, more particularly within the +Empire, and I will start with the railway.</p> + +<p class='c007'><em>The Railway.</em> The country through +which a railway is built may be divided +into three economic areas:—</p> + +<p class='c007'>(i) A belt about eighty miles in width, +through the centre of which the railway +runs.</p> + +<p class='c007'>(ii) Two belts, each about twenty +miles wide, extending on the flanks of the +central belt.</p> + +<p class='c007'><span class='pageno' id='Page_71'>71</span>(iii) The whole of the country concerned, +excluding the above three belts.</p> + +<p class='c007'>Whether the prosperity of the country +is based on minerals, cattle, or cereals, +the first belt is normally prosperous, the +second two less prosperous, and the +remainder of the country unremunerative. +To bring the whole country up to the +prosperity of the first belt demands a +railway every eighty miles.</p> + +<p class='c007'>Obviously, in an undeveloped country, +to build railways every eighty miles is +prohibitively costly, but as nearly every +nation in the world is prepared to spend +millions of pounds on the construction and +maintenance of railways and rolling stock, +and often with little reference to the law +of supply and demand, it is advisable, I +think, briefly to examine the question of +cost.</p> + +<p class='c007'>The cost of a railway decreases as the +load increases; the load must, consequently, +be sufficient to pay for the +capital expenditure entailed in constructing +the line and also its maintenance. +<span class='pageno' id='Page_72'>72</span>The cost of the Nigerian railways was +£11,000 per open mile; the estimated +cost of new construction in the Gold Coast +lies between £13,000 and £17,000 per +mile. For railways costing as much as +these, and the figures are not abnormally +high, to pay, the country they traverse +must not only be fertile or rich in +minerals, but thickly inhabited.</p> + +<p class='c007'>I have already examined the question +of population in the Dominions, all of +which are to-day sparsely inhabited, so +I will now turn to another area, namely, +British Tropical Africa, a potentially +immensely rich country covering some +two and a half million square miles and +occupied by forty million inhabitants. To +run railways through this country would +be similar to running railways through +Great Britain less its present elaborate +system of roads<a id='r5'></a><a href='#f5' class='c014'><sup>[5]</sup></a> and with a population +numbering about two and a quarter +millions. In such conditions railways +<span class='pageno' id='Page_73'>73</span>would most certainly not pay, and would +only begin to do so when road feeders +had been built and the country had become +thickly populated.</p> + +<div class='footnote' id='f5'> +<p class='c007'><a href='#r5'>5</a>. There are 178,000 miles of road in Great +Britain.</p> +</div> + +<p class='c007'><em>The Road</em>. As economically the railway +is length with little breadth, in +undeveloped countries it can only be +looked upon as an artery, depending for +its freight on the roads and tracks which +converge on it. If these roads and tracks +be few in number, generally speaking, +freights will be insignificant, and the railway, +in place of fostering wealth, will +swallow it up or stifle it. The railway +must, therefore, be skirted by a network +of roads.</p> + +<p class='c007'>The cheapest form of road is a rough +cart track, and where the country consists +of grass land and the rainfall is low, as +in South Africa, extensive use can be +made of bullock wagons for purposes of +transportation. The bullock wagon has +reached, however, the zenith of its +evolution, and is by no means suited for +countries where grazing is difficult. If +<span class='pageno' id='Page_74'>74</span>fodder has to be carried in bulk, it at once +becomes an uneconomical means of movement.</p> + +<p class='c007'>If the country to be traversed is +unsuited to this means of transport, we +are left with the lorry, and though light +box-cars, such as Ford vans, can use +rough tracks and frequently move across +country, the load carried is so small, that, +unless it is of a particularly valuable +nature, or distance is short, the cost of +carriage becomes prohibitive. We are +left, therefore, with the heavy lorry, +varying from three to six tons burden.</p> + +<p class='c007'>These vehicles obviously demand +macadamized roads, which not only are +extremely expensive to build, but in a +sparsely inhabited country prohibitively +expensive to maintain. Here in England, +we spend yearly £50,000,000 and more +on road repair.<a id='r6'></a><a href='#f6' class='c014'><sup>[6]</sup></a> In Jamaica, £1,000,000 +is spent on the maintenance of lorry +<span class='pageno' id='Page_75'>75</span>roads. In both countries this means that +each inhabitant has to pay slightly more +than £1 a year to meet the road repair +bill. In tropical countries, where +torrential rains fall and vegetation +luxuriates, the macadamized road is out +of the question, so also is it in desert land +where the sand is apt to silt over the +roadways.</p> + +<div class='footnote' id='f6'> +<p class='c007'><a href='#r6'>6</a>. In 1914–1915 the maintenance of roads cost +£19,000,000, in 1921–1922 this sum had risen to +£45,500,000.</p> +</div> + +<p class='c007'>If the road will not suit the vehicle, the +vehicle must be made to suit the road. +Here again the difficulty is economically +almost insuperable. Balloon tyres, the +use of light trailers and of multi-wheel +vehicles will partially overcome the +difficulty; but rubber rapidly deteriorates +in tropical countries, and though a +vehicle, such as the Renault six twin-wheel +car, has carried out some wonderful +performances in the Sahara and elsewhere, +the maintenance of twelve balloon +tyres practically rules it out of court in +most undeveloped countries.</p> + +<p class='c007'>If the bullock wagon is restricted to +certain areas, and if the lorry demands a +<span class='pageno' id='Page_76'>76</span>road which is prohibitively expensive, the +only remaining sources of transport which +can feed the railway are the pack animal +and the human porter.</p> + +<p class='c007'><em>The Pack Animal.</em> In examining this +last system of transport, I will begin with +the human pack-animal, the native porter. +Not only is this means of carriage the +most primitive of all, which renders it +somewhat of an anachronism in the +twentieth century, but it is extravagant in +the extreme. Economically it is unsound, +since the human pack-animal stands in +the way of the development of his country. +In the first place his productive work is +lost, and in the second, the load carried +is so small as to offer little encouragement +to the producer. Last, and by no +means least, unlike the railway, as the +amount increases, so does the cost per ton +mile increase with it.</p> + +<p class='c007'>On a large scale the system is +impossible, and the substitution of pack +animals for porters is but little less +uneconomical, except in mountainous +<span class='pageno' id='Page_77'>77</span>countries and desert lands, and in the +latter, it would seem that the reign of the +camel is approaching its end, since in +most places where a camel can go a car +can follow.</p> + +<h3 class='c013'>TWO-DIMENSIONAL MOVEMENT</h3> + +<p class='c012'>The above, I admit, is a very brief +summary of an immense and complex +subject, namely, the bridging of the gap +which exists between the producer and the +arterial railway, or the producer and his +market, if it be a distant one. Ruling out +pack and porter as being too uneconomical +to be used on a large scale, we are left +with the wagon, the lorry and the light +railway. All these three means can cover +great distances, but they do not solve the +problem, because the solution does not +only lie in power to traverse distance, but +in ability to cover the largest area in the +shortest time.</p> + +<p class='c007'><span class='pageno' id='Page_78'>78</span>The difficulty so far has been that the +wheel demands a road and destroys a +road, and that, whilst it is easy, though +frequently very costly, to make a road +which will suit a wheel, it is most difficult +to make a wheel which will not damage a +road; for failing a cheap and simple form +of Pedrail wheel, a system of multi-wheels +has to be resorted to, and this system +leads directly to the tracked machine, +which not only can dispense with roads, +but, what is equally important, can make +its own track, just as the feet of a man +form a path by frequently crossing the +same piece of ground.</p> + +<p class='c007'>This is not the place to examine in +detail the technicalities of roadless +vehicles; but to-day there are two main +types of these vehicles; an all-tracked +machine of the tank type, and a half-tracked +machine which has wheels in front +and tracks in rear. The first is more +suitable for heavy loads, and the second +for light.</p> + +<p class='c007'><span class='pageno' id='Page_79'>79</span>In the manufacture of these vehicles +three main problems must be solved:</p> + +<p class='c007'>(1) The vehicle must be able to use +roads without damaging them; nor must +it damage the surface of the ground it +travels over.</p> + +<p class='c007'>(2) It must be able to move across +country without damaging itself.</p> + +<p class='c007'>(3) The cost per ton-mile must be +equal or lower than that of existing +vehicles.</p> + +<p class='c007'>It may seem a paradox to lay down that +the first requirement of a roadless +vehicle is that it can negotiate roads, but, +in fact, it is not so; for it stands to reason +that, when prepared tracks do exist, it is +only wasting time and energy to travel +across country. Further, if the tracks of +the vehicle are so constructed that they +do not damage roads, they will not +damage the surface of the ground, and, +consequently, by continually travelling +over the same ground, they will compact +and consolidate its surface and rapidly +form a road of their own which will +<span class='pageno' id='Page_80'>80</span>require no metalling. This advantage is +one of the great secrets of its success.</p> + +<p class='c007'>As movement across country entails +traversing rough ground, the tracks of a +roadless vehicle must permit of the +absorption of obstacles. This absorption +is attained by springing the tracks. In +an unsprung machine, obstacles are either +crushed into the ground or the vehicle has +to lift itself over them. In both cases +the result is injury to the machine, and +loss of power and discomfort.</p> + +<p class='c007'>It stands to reason that the vehicle must +be durable, simple and easy to maintain; +also that the ton-mile cost must be low. +As regards this latter requirement, +experimental machines have so far proved +that this is a possibility. A one-ton +roadless Guy Lorry recently travelled from +London to Aldershot, and its ton mileage +was fifty-two to the gallon. It has also +been worked out that the cost per ton-mile +of the Sentinel tractor, “including overhead +charges, depreciation, interest on +capital and all running charges, and +allowing for a 20-tons net load for a +reasonable number of working days in the +year,” will be slightly under twopence +per ton-mile.</p> + +<div class='figcenter id001'> +<img src='images/i_080fp.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>SENTINEL TRACTOR<br> <br> <span class='right'>[<em>Face p. <a href='#Page_80'>80</a></em></span></p> +</div> +</div> + +<p class='c007'><span class='pageno' id='Page_81'>81</span>In the future, the types of roadless +vehicles are likely to be great as the +surface of the ground differs in various +countries; also fuels of all kinds are +likely to be burnt, such as petrol, oil and +coal, and in tropical countries, where +these fuels are scarce or expensive, +producer gas is almost certain to become +the main motive power.</p> + +<p class='c007'>The most remarkable achievement as +yet carried out by roadless vehicles is +undoubtedly the crossing of the Sahara +from Touggourt to Timbuctoo, during the +winter of 1922–1923, by Citroën motorcars +fitted with half tracks invented by +Monsieur Kegresse. The distance +travelled was three thousand six hundred +kilometres, and the time taken was twenty +days, that is on an average one hundred +and twelve miles a day. All machines +returned safely, and the total journey +<span class='pageno' id='Page_82'>82</span>there and back was over seven thousand +kilometres.</p> + +<p class='c007'>The nature of the country crossed was +by no means uniform, for it was sandy, +rocky, mountainous and, in the neighbourhood +of the river Niger, covered +with tropical vegetation. To build a railway +from Touggourt to Timbuctoo would +cost, at the lowest reckoning, a thousand +millions of francs—possibly much more; +this alone accentuates the importance of +the achievement and its interest to us, for +the Empire contains thousands of square +miles of roadless country.</p> + +<p class='c007'>I fully realize that, though the roadless +vehicle can replace the motor-car, it cannot +replace the railway, if the railway is +an efficient one. This is, however, not +the problem. The problem is, first to +bridge the gap between the producer and +the railway, and secondly to create in +undeveloped countries sufficient wealth +to enable more railways to be built. +Co-operation with existing railways, this +is what must be aimed at.</p> + +<div class='figcenter id001'> +<img src='images/i_082fp.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>CROSSLEY-KEGRESSE CAR<br> <br> <span class='right'>[<em>Face p. <a href='#Page_82'>82</a></em></span></p> +</div> +</div> + +<p class='c007'><span class='pageno' id='Page_83'>83</span>For purposes of illustration, I will take +British East Africa as an example. A +railway runs from Mombasa via Nairobi +to the Great Lakes. Forty miles on each +side of this railway, generally speaking, is +commercially remunerative. This is the +first belt I mentioned above, the second +two belts are productively a gamble for +any but capitalist pioneers, and the +remainder of the country is but the playground +of rich colonists who can afford to +speculate on likely railway extensions in +the future, or else of simple fools.</p> + +<p class='c007'>I will now suppose that a reliable roadless +vehicle exists which can transport +across country five or ten tons of produce. +What do we see? We see the first belt +extending from forty miles on each side +of the railway to a hundred miles, and the +second two belts being pushed out, in +vastly improved circumstances, fifty to +a hundred miles on each side of the new +central belt. In fact, we have more than +doubled the central belt and trebled the +belts adjoining it, and, in doing so, have +<span class='pageno' id='Page_84'>84</span>more than doubled the commercial prosperity +of the country.</p> + +<p class='c007'>What now is our next step in the evolution +of economic movement? It is, out +of the wealth resulting, to extend from +our main Mombasa-Nairobi railway, +metre gauge lines in herringbone fashion +up to the confines of the new central belt, +and at the termini of these to build +receiving depôts. In place of metre +gauge lines, huge roadless machines, +carrying and hauling from a hundred tons +upwards, will in the end, I think, prove +more economical. Once these depôts +have been established, the smaller +machines belonging to the farms and +stations can bring produce to them and +dump it. Thus, by degrees, will the +central railway be fed by a prosperous +area some four to five hundred miles in +width.</p> + +<div class='figcenter id001'> +<img src='images/i_084fp.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>MORRIS ONE-TON LORRY<br> <br> <span class='right'>[<em>Face p. <a href='#Page_84'>84</a></em></span></p> +</div> +</div> + +<p class='c007'><span class='pageno' id='Page_85'>85</span>To take another example. A transportation +problem which faces every +farmer is that of rapid door-to-door +delivery. To-day, especially in such +countries as Canada, what do we see? +We see chain-tracked machines used for +agricultural work, but we seldom see +movement of the produce grown carried +out save by horse-drawn vehicles, which +can negotiate cultivated land if it be +fairly dry.<a id='r7'></a><a href='#f7' class='c014'><sup>[7]</sup></a> Two horses cannot pull much +more than a ton over a heavy field to the +farm itself. At the farm, which may be +fifty miles from a railway, the produce +has either to be transported by cart to the +station, which may take three days and +two to return, or loaded into a lorry which, +unless the roads are good, will take one +day each way. The loss of time is considerable, +and the roadless vehicle would +appear to be the only practical solution. +It can be loaded at the extremity of a field +in any weather and condition of ground, +and moved direct to the railway either by +road or across country at a normal lorry +<span class='pageno' id='Page_86'>86</span>speed, and carrying from three to ten tons +according to size. Delivery is from door +to door, and the only limitation as to load +would appear to be the factor of safety +of the bridges which may have to be +crossed.</p> + +<div class='footnote' id='f7'> +<p class='c007'><a href='#r7'>7</a>. In Canada, snow offers a serious difficulty to +movement by wagon or car during the winter +months; there should be no great difficulty in +producing a roadless vehicle which will cross +snow almost as easily as grass land.</p> +</div> + +<p class='c007'>In waterless, as well as roadless areas, +such as exist in Australia, wagons and +lorries are frequently useless, and the +roadless vehicle is again the solution, for +it does not require a road to move along, +or a well at which to seek refreshment. +It carries its own roadway and its own +water supply, and, if necessary, water for +man and beast in districts where water is +scarce.</p> + +<p class='c007'>In mining countries, such as Chili and +South Africa, and in oil-producing +countries, such as Mexico and Persia, the +need for a weight-carrying, roadless +vehicle is much felt, and in these +countries, where again roads are few and +bad, and water frequently scarcer, it +would prove as useful as in agricultural +lands.</p> + +<div class='figcenter id001'> +<img src='images/i_086fp.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>VULCAN TWO-TON LORRY<br> <br> <span class='right'>[<em>Face p. <a href='#Page_86'>86</a></em></span></p> +</div> +</div> + +<div> + <span class='pageno' id='Page_87'>87</span> + <h3 class='c013'>THE ELYSIAN FIELDS</h3> +</div> + +<p class='c012'>To conquer the Elysian Fields we must +establish new industries at home, we +must move our surplus population to the +lands which are underpopulated, and we +must be prepared to secure our Empire +against foreign aggression. All these +problems can the roadless vehicle help us +to solve.</p> + +<p class='c007'>First, the vehicle itself is a new type of +machine which will demand an industry of +its own. Twenty-five years ago, as many +of us remember, it was a rarity to see a +motor-car; yet there were men who, even +then, could see them in legions, and one +of these men was Mr. (now Earl) Balfour. +“In the House of Commons on Thursday, +May 17, 1900, Mr. Balfour said he sometimes +dreamed—perhaps it was only a +dream—that in addition to railways and +tramways, we might see great highways +constructed for rapid motor traffic, +and confined to motor traffic, which +<span class='pageno' id='Page_88'>88</span>would have the immense advantage, if it +could be practicable, of taking the +workman from door to door, which no +tramcar and no railway could do. Is it +possible for Mr. Balfour’s dream to be +realized?”—<cite>Pall Mall Gazette.</cite></p> + +<p class='c007'>To-day, this question is apt to make us +smile, seeing that the motor-car industry +is one of the largest and richest in the +world; that in 1924 there were half a +million cars in this country and nearly +fourteen millions in the United States,<a id='r8'></a><a href='#f8' class='c014'><sup>[8]</sup></a> +and that hundreds of millions of pounds +have been spent on motor roads.</p> + +<div class='footnote' id='f8'> +<p class='c007'><a href='#r8'>8</a>. In 1924 there was one car to every eight +people in the U.S.A., and one to every seventy-four +in Great Britain.</p> +</div> + +<p class='c007'>Surely then, if I be right as regards the +powers of the roadless vehicle, its future +should be as great as that of the motor-car, +possibly greater, seeing that most of +the world is still in a roadless condition. +Surely, here is employment for many men, +and a source of wealth which can only be +guessed at in thousands of millions of +pounds.</p> + +<div class='figcenter id001'> +<img src='images/i_088fp.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>GUY TWO-AND-A-HALF-TON LORRY<br> <br> <span class='right'>[<em>Face p. <a href='#Page_88'>88</a></em></span></p> +</div> +</div> + +<p class='c007'><span class='pageno' id='Page_89'>89</span>And this machine will not only create +industrial wealth, but agricultural +prosperity, for it will enable the farmer +to settle in lands which to-day are but +wilderness and waste. The old means +will continue, but will be pushed more and +more into the beyond. The porter will +bring in his small load and so will the pack +animal. These loads will be collected and +loaded on small roadless machines which +will convey them to the depôts from which +the giant machines work backward and +forward to the railway, which will carry +its hundreds of thousands of tons down to +the sea. We shall see less porters, less +pack animals and less wagons, but more +railways and more ships, and these +demand men to work them. The waste +lands will become fertile; townships will +spring up; industries will be created, and +the energy of millions of men and women +will be profitably expended.</p> + +<p class='c007'>Now follows a curious sequent. If, +commercially, we want to expand the +Empire, strategically we want to contract +<span class='pageno' id='Page_90'>90</span>it. Our object is not to maintain an +immense army to pursue a course of +foreign wars, but to maintain law and +order throughout the Empire and safeguard +its existence. The fewer men we +employ the less will the army cost, and, +be it remembered, military expenditure +during peace time is unremunerative.</p> + +<p class='c007'>To contract the Empire is not to +abandon large tracts of country, this is +to cut the Gordian knot in place of +unravelling it; but, instead, to move over +it quicker than we can to-day. What we +want to contract is time and not space, +the time taken in moving over ground and +particularly over roadless country. The +roadless vehicle will help us to solve this +problem. A battalion may march a +hundred miles in a week, but if carried in +roadless vehicles this distance can be +multiplied by seven; and what is even +more important, for long periods a line of +communication can be dispensed with, +because the battalion can carry supplies +with it for several weeks.</p> + +<div class='figcenter id001'> +<img src='images/i_090fp.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>DAIMLER THREE-TON LORRY<br> <br> <span class='right'>[<em>Face p. <a href='#Page_90'>90</a></em></span></p> +</div> +</div> + +<p class='c007'><span class='pageno' id='Page_91'>91</span>The main strategical importance of the +roadless vehicle lies, however, in the fact +that it will, by degrees, fill the Dominions +and Colonies with virile men. Australia +with a population of twenty-five millions +has little to fear from Asiatic races; with +fifty millions—nothing. All these changes +and many others will be discovered in an +Empire recreated by a little iron, a little +thought, and much perseverance.</p> + +<h3 class='c013'>THE WINGS OF PEGASUS</h3> + +<p class='c012'>The wings of Pegasus are the wings of +imagination—that telescope of the mind +which magnifies the glimpses of the +future; and, once we have focussed these +glimpses, we must bring them down to +earth, and chart out their anatomy, so +that we and others can set to work.</p> + +<p class='c007'>Rudyard Kipling mounted Pegasus +when he said: “When a nation is lost, +the underlying cause of the collapse is +always that she cannot handle her transport. +<span class='pageno' id='Page_92'>92</span>Everything in life, from marriage +to manslaughter, turns on the speed and +cost at which men, things and thoughts +can be shifted from one place to another. +If you can tie up a nation’s transport, you +can take her off your books.”</p> + +<p class='c007'>Shifting of thought, this is our first +need, for the Great War destroyed an +epoch, yet we still hark back to this epoch. +A new world requires new ideas, and in +the first half of this little book I have +shown how ideas, a hundred years ago, +were throttled by the protean stupidity +and ignorance of man. To-day, these +vices continue, but in their senile forms +of apathy and indolence. Every government +is faced by trade depression, +unemployment and the cost of security, +yet each in turn, whether Liberal, Conservative +or Labour, turns from these +problems and deflates itself on some +patent shibboleth—protection, free trade, +capital levy, etc., etc., until it is pushed +out of office by a blind, but aggravated +country.</p> + +<div class='figcenter id001'> +<img src='images/i_092fp.jpg' alt='' class='ig001'> +<div class='ic001'> +<p>F.W.D. THREE-TON LORRY AND TRAILER<br> (Six tons useful load)<br> <br> <span class='right'>[<em>Face p. <a href='#Page_92'>92</a></em></span></p> +</div> +</div> + +<p class='c007'><span class='pageno' id='Page_93'>93</span>The crucial problem to-day is movement +in all its forms. If to-morrow you can +move twice the speed you can to-day, you +will have twice the time at your disposal +to work in. It is not gold standards and +other such humbug which produce wealth, +it is work; and if, to-morrow, you have +twice as much time to work in as you have +to-day, your existing wealth will be +doubled.</p> + +<p class='c007'>This is the problem which George +Stephenson saw quite clearly, and solved +within the limits of the conditions he +worked in. He gave the world a one-dimensional +movement of a superiority +never dreamt of before his day, and this +superiority recreated the civilized world. +To-day, we can expand this movement to +cover two dimensions and recreate the +world again. One day it will be done, +because the world is a roadless planet, but +for us, as an Empire, it may be done too +late. No government minds spending +millions of pounds on some pet hobby—doles, +pensions, cruisers, naval bases, +<span class='pageno' id='Page_94'>94</span>worn-out coal pits, etc., etc., but no +government so far has spent sixpence on +roadless vehicles. A hundred thousand +pounds or so judiciously expended on +research and experiment might well +result in the production of half a dozen +efficient types of cross-country machines. +Has no government the intelligence to +understand this, or the imagination to see +what it may lead to?</p> + +<p class='c007'>Pegasus without his wings is a very +ordinary animal; with them—most extraordinary, +for he flew to Olympus, a land +fit for heroes to live in, and not one in +which no one but a hero can survive. +Why not follow his example, why not look +around us and discover the pivot of our +difficulties, and then, why not from the +mountain top of reason gaze into the +future and conjure up the images of things +to be? Then, let us descend into those +tumultuous and dismal valleys below, and +to Laughter and Perseverance add +Wisdom. With this trinity to lighten our +way, surely will our way grow straight +<span class='pageno' id='Page_95'>95</span>and broad, and the clouds which are +gathering around us, disperse; and surely +then shall we discover those Fortunate +Islands which to-day we are so blindly +seeking.</p> +<div class='pbb'> + <hr class='pb c002'> +</div> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div><em>Each, pott 8vo, 2/6 net</em>      <em>Occasionally illustrated</em></div> + </div> +</div> + +<div class='chapter ph2'> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div>TO-DAY AND</div> + <div class='c002'>TO-MORROW</div> + </div> +</div> + +</div> + +<p class='drop-capa0_0_6 c015'>This series of books, by some of the +most distinguished English thinkers, +scientists, philosophers, doctors, critics, +and artists, was at once recognized +as a noteworthy event. Written from +various points of view, one book frequently +opposing the argument of another, they +provide the reader with a stimulating +survey of the most modern thought in +many departments of life. Several +volumes are devoted to the future trend +of Civilization, conceived as a whole; +while others deal with particular provinces, +and cover the future of Woman, +War, Population, Clothes, Wireless, +Morals, Drama, Poetry, Art, Sex, Law, etc.</p> + +<p class='c007'>It is interesting to see in these neat +little volumes, issued at a low price, the +revival of a form of literature, the +Pamphlet, which has been in disuse for +200 years.</p> + +<div class='nf-center-c0'> +<div class='nf-center c004'> + <div><em>Published by</em></div> + <div>KEGAN PAUL, TRENCH, TRUBNER & CO., LTD.</div> + <div>Broadway House: 68–74 Carter Lane, London, E.C.4</div> + </div> +</div> + +<div class='chapter ph2'> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div><em>VOLUMES READY</em></div> + </div> +</div> + +</div> + +<p class='c016'><strong>Daedalus</strong>, or Science and the Future. +By <span class='sc'>J. B. S. Haldane</span>, Reader in +Biochemistry, University of Cambridge. +<em>Sixth impression.</em></p> + +<p class='c017'>“A fascinating and daring little book.”—<cite>Westminster +Gazette.</cite> “The essay is brilliant, +sparkling with wit and bristling with +challenges.”—<cite>British Medical Journal.</cite></p> + +<p class='c017'>“Predicts the most startling changes.”—<cite>Morning +Post.</cite></p> + +<p class='c018'><strong>Callinicus</strong>, a Defence of Chemical Warfare. +By <span class='sc'>J. B. S. Haldane</span>. +<em>Second impression.</em></p> + +<p class='c017'>“Mr. Haldane’s brilliant study.”—<cite>Times +Leading Article.</cite> “A book to be read by every +intelligent adult.”—<cite>Spectator.</cite> “This brilliant +little monograph.”—<cite>Daily News.</cite></p> + +<p class='c018'><strong>Icarus</strong>, or the Future of Science. By +<span class='sc'>Bertrand Russell</span>, <span class='fss'>F.R.S.</span> <cite>Fourth +impression.</cite></p> + +<p class='c017'>“Utter pessimism.”—<cite>Observer.</cite> “Mr. +Russell refuses to believe that the progress of +Science must be a boon to mankind.”—<cite>Morning +Post.</cite> “A stimulating book, that +leaves one not at all discouraged.”—<cite>Daily +Herald.</cite></p> + +<p class='c018'><strong>What I Believe.</strong> By <span class='sc'>Bertrand Russell</span>, +<span class='fss'>F.R.S.</span> <em>Second impression.</em></p> + +<p class='c017'>“One of the most brilliant and thought-stimulating +little books I have read—a better +book even than <cite>Icarus</cite>.”—<cite>Nation.</cite> “Simply +and brilliantly written.”—<cite>Nature.</cite> “In +stabbing sentences he punctures the bubble of +cruelty, envy, narrowness, and ill-will which +those in authority call their morals.”—<cite>New +Leader.</cite></p> + +<p class='c018'><strong>Tantalus</strong>, or the Future of Man. By +<span class='sc'>F. C. S. Schiller</span>, D.Sc., Fellow of +Corpus Christi College, Oxford. <em>Second +impression.</em></p> + +<p class='c017'>“They are all (<cite>Daedalus</cite>, <cite>Icarus</cite>, and +<cite>Tantalus</cite>) brilliantly clever, and they supplement +or correct one another.”—<cite>Dean Inge</cite>, in +<cite>Morning Post</cite>. “Immensely valuable and +infinitely readable.”—<cite>Daily News.</cite> “The +book of the week.”—<cite>Spectator.</cite></p> + +<p class='c018'><strong>Cassandra</strong>, or the Future of the British +Empire. By <span class='sc'>F. C. S. Schiller</span>, D.Sc.</p> + +<p class='c017'>Just published. The book questions the +power of the British Empire to-day. Naval +supremacy has been abandoned, the labour +situation at home is critical, England is entangled +in European affairs, and (consequently) +the Dominions have more sympathy with the +American rather than the British view-point. +The probable outcome of this situation is +indicated.</p> + +<p class='c018'><strong>Quo Vadimus?</strong> Glimpses of the Future. +By <span class='sc'>E. E. Fournier d’Albe</span>, D.Sc., author +of “Selenium, the Moon Element,” etc.</p> + +<p class='c017'>“A wonderful vision of the future. A book +that will be talked about.”—<cite>Daily Graphic.</cite> +“A remarkable contribution to a remarkable +series.”—<cite>Manchester Dispatch.</cite> “Interesting +and singularly plausible.”—<cite>Daily Telegraph.</cite></p> + +<p class='c018'><strong>Hephaestus</strong>, the Soul of the Machine. +By <span class='sc'>E. E. Fournier d’Albe</span>, D.Sc.</p> + +<p class='c017'>“A worthy contribution to this interesting +series. A delightful and thought-provoking +essay.”—<cite>Birmingham Post.</cite> “There is a +special pleasure in meeting with a book like +<cite>Hephaestus</cite>. The author has the merit of really +understanding what he is talking about.”—<cite>Engineering.</cite></p> + +<p class='c018'><strong>Lysistrata</strong>, or Woman’s Future and +Future Woman. By <span class='sc'>Anthony M. +Ludovici</span>, author of “A Defence of +Aristocracy”, etc.</p> + +<p class='c017'>“A stimulating book. Volumes would be +needed to deal, in the fullness his work provokes, +with all the problems raised.”—<cite>Sunday +Times.</cite> “Pro-feminine, but anti-feministic.”—<cite>Scotsman.</cite> +“Full of brilliant common-sense.”—<cite>Observer.</cite></p> + +<p class='c018'><strong>Hypatia</strong>, or Woman and Knowledge. By +<span class='sc'>Mrs Bertrand Russell</span>. With a +frontispiece. <em>Second impression.</em></p> + +<p class='c017'>An answer to <cite>Lysistrata</cite>. “A passionate +vindication of the rights of women.”—<cite>Manchester +Guardian.</cite> “Says a number of +things that sensible women have been wanting +publicly said for a long time.”—<cite>Daily Herald.</cite> +“Everyone who cares at all about these things +should read it.”—<cite>Weekly Westminster.</cite></p> + +<p class='c018'><strong>Thrasymachus</strong>, the Future of Morals. +By <span class='sc'>C. E. M. Joad</span>, author of “Common-Sense +Ethics,” etc.</p> + +<p class='c017'>“His provocative book.”—<cite>Graphic.</cite> +“Written in a style of deliberate brilliance.”—<cite>Times +Literary Supplement.</cite> “As outspoken +and unequivocal a contribution as could well +be imagined. Even those readers who dissent +will be forced to recognize the admirable +clarity with which he states his case. A book +that will startle.”—<cite>Daily Chronicle.</cite></p> + +<p class='c018'><strong>The Passing of the Phantoms</strong>: a Study +of Evolutionary Psychology and Morals. +By <span class='sc'>C. J. Patten</span>, Professor of Anatomy, +Sheffield University. With 4 Plates.</p> + +<p class='c017'>“Readers of <cite>Daedalus</cite>, <cite>Icarus</cite> and <cite>Tantalus</cite>, +will be grateful for an excellent presentation +of yet another point of view.”—<cite>Yorkshire +Post.</cite> “This bright and bracing little book.”—<cite>Literary +Guide.</cite> “Interesting and original.”—<cite>Medical +Times.</cite></p> + +<p class='c018'><strong>The Mongol in our Midst</strong>: a Study of +Man and his Three Faces. By <span class='sc'>F. G. +Crookshank</span>, <span class='fss'>M.D.</span>, <span class='fss'>F.R.C.P.</span> With 28 +Plates. <em>Second Edition, revised.</em></p> + +<p class='c017'>“A brilliant piece of speculative induction.”—<cite>Saturday +Review.</cite> “An extremely interesting +and suggestive book, which will reward +careful reading.”—<cite>Sunday Times.</cite> “The +pictures carry fearful conviction.”—<cite>Daily +Herald.</cite></p> + +<p class='c018'><strong>The Conquest of Cancer.</strong> By <span class='sc'>H. W. S. +Wright</span>, <span class='fss'>M.S.</span>, <span class='fss'>F.R.C.S.</span> Introduction +by <span class='sc'>F. G. Crookshank</span>, <span class='fss'>M.D.</span></p> + +<p class='c017'>“Eminently suitable for general reading. +The problem is fairly and lucidly presented. +One merit of Mr. Wright’s plan is that he tells +people what, in his judgment, they can best +do, <em>here and now</em>.”—From the <cite>Introduction</cite>.</p> + +<p class='c018'><strong>Pygmalion</strong>, or the Doctor of the Future. +By <span class='sc'>R. McNair Wilson</span>, <span class='fss'>M.D.</span></p> + +<p class='c017'>“Dr Wilson has added a brilliant essay +to this series.”—<cite>Times Literary Supplement.</cite> +“This is a very little book, but there is much +wisdom in it.”—<cite>Evening Standard.</cite> “No +doctor worth his salt would venture to say that +Dr Wilson was wrong.”—<cite>Daily Herald.</cite></p> + +<p class='c018'><strong>Prometheus</strong>, or Biology and the Advancement +of Man. By <span class='sc'>H. S. Jennings</span>, +Professor of Zoology, Johns Hopkins +University.</p> + +<p class='c017'>“This volume is one of the most remarkable +that has yet appeared in this series. Certainly +the information it contains will be due to most +educated laymen. It is essentially a discussion +of ... heredity and environment, and it +clearly establishes the fact that the current +use of these terms has no scientific +justification.”—<cite>Times Literary Supplement.</cite> +“An exceedingly brilliant book.”—<cite>New Leader.</cite></p> + +<p class='c018'><strong>Narcissus</strong>: an Anatomy of Clothes. By +<span class='sc'>Gerald Heard</span>. With 19 illustrations.</p> + +<p class='c017'>“A most suggestive book.”—<cite>Nation.</cite> +“Irresistible. Reading it is like a switchback +journey. Starting from prehistoric times we +rocket down the ages.”—<cite>Daily News.</cite> +“Interesting, provocative, and entertaining.”—<cite>Queen.</cite></p> + +<p class='c018'><strong>Thamyris</strong>, or Is There a Future for +Poetry? By <span class='sc'>R. C. Trevelyan</span>.</p> + +<p class='c017'>“Learned, sensible, and very well-written.”—<cite>Affable +Hawk</cite>, in <cite>New Statesman</cite>. +“Very suggestive.”—<cite>J. C. Squire</cite>, in <cite>Observer</cite>. +“A very charming piece of work. I agree +with all, or at any rate, almost all its +conclusions.”—<cite>J. St. Loe Strachey</cite>, in <cite>Spectator</cite>.</p> + +<p class='c018'><strong>Proteus</strong>, or the Future of Intelligence. +By <span class='sc'>Vernon Lee</span>, author of “Satan the +Waster,” etc.</p> + +<p class='c017'>“We should like to follow the author’s +suggestions as to the effect of intelligence on +the future of Ethics, Aesthetics, and Manners. +Her book is profoundly stimulating and should +be read by everyone.”—<cite>Outlook.</cite> “A concise, +suggestive piece of work.”—<cite>Saturday Review.</cite></p> + +<p class='c018'><strong>Timotheus</strong>, the Future of the Theatre. +By <span class='sc'>Bonamy Dobrée</span>, author of “Restoration +Drama,” etc.</p> + +<p class='c017'>“A witty, mischievous little book, to be +read with delight.”—<cite>Times Literary Supplement.</cite> +“This is a delightfully witty book.”—<cite>Scotsman.</cite> +“In a subtly satirical vein he +visualizes various kinds of theatres in 200 years +time. His gay little book makes delightful +reading.”—<cite>Nation.</cite></p> + +<p class='c018'><strong>Paris</strong>, or the Future of War. By Captain +<span class='sc'>B. H. Liddell Hart</span>.</p> + +<p class='c017'>A companion volume to <cite>Callinicus</cite>. +“A gem of close thinking and deduction.”—<cite>Observer.</cite> +“A noteworthy contribution to +a problem of concern to every citizen in this +country.”—<cite>Daily Chronicle.</cite> “There is some +lively thinking about the future of war in +Paris, just added to this set of live-wire +pamphlets on big subjects.”—<cite>Manchester +Guardian.</cite></p> + +<p class='c018'><strong>Wireless Possibilities.</strong> By Professor +<span class='sc'>A. M. Low</span>. With 4 diagrams.</p> + +<p class='c017'>“As might be expected from an inventor +who is always so fresh, he has many interesting +things to say.”—<cite>Evening Standard.</cite> +“The mantle of Blake has fallen upon the +physicists. To them we look for visions, and +we find them in this book.”—<cite>New Statesman.</cite></p> + +<p class='c018'><strong>Perseus</strong>: of Dragons. By <span class='sc'>H. F. Scott +Stokes</span>. With 2 illustrations.</p> + +<p class='c017'>“A diverting little book, chock-full of ideas. +Mr. Stokes’ dragon-lore is both quaint and +various.”—<cite>Morning Post.</cite> “Very amusingly +written, and a mine of curious knowledge for +which the discerning reader will find many +uses.”—<cite>Glasgow Herald.</cite></p> + +<p class='c018'><strong>Lycurgus</strong>, or the Future of Law. By +<span class='sc'>E. S. P. Haynes</span>, author of “Concerning +Solicitors,” etc.</p> + +<p class='c017'>“An interesting and concisely written book.”—<cite>Yorkshire +Post.</cite> “He roundly declares that +English criminal law is a blend of barbaric +violence, medieval prejudices, and modern +fallacies.... A humane and conscientious +investigation.”—<cite>T.P.’s Weekly.</cite> “A thoughtful +book—deserves careful reading.”—<cite>Law +Times.</cite></p> + +<div class='chapter ph2'> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div><em>VOLUMES JUST PUBLISHED.</em></div> + </div> +</div> + +</div> + +<p class='c016'><strong>Euterpe</strong>, or the Future of Art. By +<span class='sc'>Lionel R. McColvin</span>, author of “The +Theory of Book-Selection.”</p> + +<p class='c017'>Shows the considerable influence which +commercial and economic factors exert on all +branches of art—literature, painting, music, +architecture, etc. It analyses the various +factors responsible for the present low standard +of popular taste and suggests methods for +improvement.</p> + +<p class='c018'><strong>Atlantis</strong>, or America and the Future. +By Colonel <span class='sc'>J. F. C. Fuller</span>, author +of “The Reformation of War,” etc.</p> + +<p class='c017'>In the turmoil and materialism of the +United States the author sees the beginning +of a new civilization which, if it can find its +soul, is likely to exceed in grandeur anything +as yet accomplished by the civilizations of the +Old World.</p> + +<p class='c018'><strong>Midas</strong>, or the United States and the +Future. By <span class='sc'>C. H. Bretherton</span>, author +of “The Real Ireland,” etc.</p> + +<p class='c017'>A companion volume to <em>Atlantis</em>. Four +main sections deal with the U.S.A. as a Melting +Pot, the Future of American Government, +the Future of American Character, and the +Intellectual Future of America. The conclusion +deals with Industrial Potentialities.</p> + +<p class='c018'><strong>Nuntius</strong>, or the Future of Advertising. +By <span class='sc'>Gilbert Russell</span>.</p> + +<p class='c017'>Shows that advertising has become, not +merely an economic necessity, but a real benefit +to social life. Examines its present position +as a factor in civilization and outlines its +potentialities, not merely as a commercial, +but as a social and political, influence.</p> + +<p class='c018'><strong>Pegasus</strong>, or Problems of Transport. +By Colonel <span class='sc'>J. F. C. Fuller</span>. With +Plates.</p> + +<p class='c017'>The author, after a brief review of the +history of the railway, shows that roadless +vehicles, which in the form of tanks did so +much to win the recent war, in the form of +commercial machines, may do as much to win +the present peace, by solving the problem of +over-population and, consequently, of +unemployment.</p> + +<div class='chapter ph2'> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div><em>READY SHORTLY</em></div> + </div> +</div> + +</div> + +<p class='c016'><strong>Artifex</strong>, or the Future of Craftsmanship. +By <span class='sc'>John Gloag</span>, author of “Time, +Taste, and Furniture.”</p> + +<p class='c017'>After a suggestive sketch of the history of +craftsmanship, the author examines the +possibilities in the use of machinery to extend +craftsmanship and make beautiful articles of +commerce.</p> + +<p class='c018'><strong>Birth Control and the State</strong>: a Plea +and a Forecast. By <span class='sc'>C. P. Blacker</span>, +<em>M.C.</em>, M.A., M.R.C.S., L.R.C.P.</p> + +<p class='c017'>A level-headed examination of the case +for and against birth control, summing up in +its favour.</p> + +<p class='c018'><strong>Sybilla</strong>, or the Future of Prophecy. By +<span class='sc'>C. A. Mace</span>, University of St. Andrew’s.</p> + +<p class='c017'>An examination of the possibilities of +scientific forecasting, with special reference to +certain volumes in this series.</p> + +<p class='c018'><strong>Gallio</strong>, or the Tyranny of Science. By +<span class='sc'>J. W. N. Sullivan</span>, author of “A +History of Mathematics.”</p> + +<p class='c017'>An attack on the values which science is so +successfully imposing upon civilization.</p> + +<p class='c018'><strong>The Future of the English Language.</strong> +By <span class='sc'>Basil de Selincourt</span>, author of +“The English Secret,” etc.</p> + +<p class='c017'>An analysis of the present condition of the +English language and the paths along which +it is progressing.</p> + +<p class='c018'><strong>Mercurius</strong>, or the World on Wings. By +<span class='sc'>C. Thompson Walker</span>.</p> + +<p class='c017'>A brilliant picture of the world as it will be +when inevitable developments in aircraft +take place.</p> + +<p class='c018'><strong>Lars Porsena</strong>, or the Future of Swearing. +By <span class='sc'>Robert Graves</span>, author of “Country +Sentiment,” etc.</p> + +<p class='c017'>An account of the popular decline in swearing, +the possibility that it will regain its lost +prestige, and new influences which are affecting +it.</p> + +<p class='c018'><strong>Plato’s American Republic.</strong> By <span class='sc'>J. +D. Woodruff</span>.</p> + +<p class='c017'>A series of witty dialogues in the Platonic +manner dealing with aspects of American +life and manners.</p> + +<p class='c018'><strong>The Future of Architecture.</strong> By +<span class='sc'>Christian Barman</span>, editor of “The +Architects’ Journal.”</p> + +<div class='pbb'> + <hr class='pb c002'> +</div> +<div class='tnotes x-ebookmaker'> + +<div class='chapter ph2'> + +<div class='nf-center-c0'> +<div class='nf-center c001'> + <div>TRANSCRIBER’S NOTES</div> + </div> +</div> + +</div> + + <ul class='ul_1 c004'> + <li>Typos fixed; non-standard spelling and dialect retained. + </li> + </ul> + +</div> + +<div style='text-align:center'>*** END OF THE PROJECT GUTENBERG EBOOK 75248 ***</div> + </body> + <!-- created with ppgen.py 3.57e (with regex) on 2025-01-08 23:59:36 GMT --> +</html> + diff --git a/75248-h/images/cover.jpg b/75248-h/images/cover.jpg Binary files differnew file mode 100644 index 0000000..2d4eead --- /dev/null +++ b/75248-h/images/cover.jpg diff --git a/75248-h/images/i_080fp.jpg b/75248-h/images/i_080fp.jpg Binary files differnew file mode 100644 index 0000000..d42d52d --- /dev/null +++ b/75248-h/images/i_080fp.jpg diff --git a/75248-h/images/i_082fp.jpg b/75248-h/images/i_082fp.jpg Binary files differnew file mode 100644 index 0000000..7330c94 --- /dev/null +++ b/75248-h/images/i_082fp.jpg diff --git a/75248-h/images/i_084fp.jpg b/75248-h/images/i_084fp.jpg Binary files differnew file mode 100644 index 0000000..2b12302 --- /dev/null +++ b/75248-h/images/i_084fp.jpg diff --git a/75248-h/images/i_086fp.jpg b/75248-h/images/i_086fp.jpg Binary files differnew file mode 100644 index 0000000..4abdf7d --- /dev/null +++ b/75248-h/images/i_086fp.jpg diff --git a/75248-h/images/i_088fp.jpg b/75248-h/images/i_088fp.jpg Binary files differnew file mode 100644 index 0000000..444ec48 --- /dev/null +++ b/75248-h/images/i_088fp.jpg diff --git a/75248-h/images/i_090fp.jpg b/75248-h/images/i_090fp.jpg Binary files differnew file mode 100644 index 0000000..22ed462 --- /dev/null +++ b/75248-h/images/i_090fp.jpg diff --git a/75248-h/images/i_092fp.jpg b/75248-h/images/i_092fp.jpg Binary files differnew file mode 100644 index 0000000..af14305 --- /dev/null +++ b/75248-h/images/i_092fp.jpg diff --git a/75248-h/images/i_frontispiece.jpg b/75248-h/images/i_frontispiece.jpg Binary files differnew file mode 100644 index 0000000..c9d0811 --- /dev/null +++ b/75248-h/images/i_frontispiece.jpg diff --git a/LICENSE.txt b/LICENSE.txt new file mode 100644 index 0000000..6312041 --- /dev/null +++ b/LICENSE.txt @@ -0,0 +1,11 @@ +This eBook, including all associated images, markup, improvements, +metadata, and any other content or labor, has been confirmed to be +in the PUBLIC DOMAIN IN THE UNITED STATES. + +Procedures for determining public domain status are described in +the "Copyright How-To" at https://www.gutenberg.org. + +No investigation has been made concerning possible copyrights in +jurisdictions other than the United States. Anyone seeking to utilize +this eBook outside of the United States should confirm copyright +status under the laws that apply to them. diff --git a/README.md b/README.md new file mode 100644 index 0000000..9ffca7a --- /dev/null +++ b/README.md @@ -0,0 +1,2 @@ +Project Gutenberg (https://www.gutenberg.org) public repository for +eBook #75248 (https://www.gutenberg.org/ebooks/75248) |
