H. G. Wells – The Complete Collection

Chapter 1

H. G. Wells – The Complete Collection

Anticipations

In the Days of the Comet

Tales of Space and Time

The Country of the Blind

The Crystal Egg

The Door in the Wall and Other Stories

The First Men In The Moon

The Invisible Man

The Island of Doctor Moreau

The Sea Lady

The Sleeper Awakes

The Time Machine

Twelve Stories and a Dream

War and the Future

War of the Worlds

When the Sleeper Wakes

What is Coming

Tono Bungay

The Wheels of Chance

The Wife of Sir Isaac Harman

The Wonderful Visit

The Stolen Bacillus and Other Incidents

The War in the Air

The Secret Places of The Heart

A Short History of the World

An Englishman Looks at the World

Ann Veronica

Boon, The Mind of the Race, The Wild Asses

Certain Personal Matters

Conversations with an Uncle

First and Last Things

Floor Games

The History of Mr Polly

The Outline of History

The Passionate Friends

The Red Room

The Research Magnificent

The Salvaging Of Civilisation

The New Machiavelli

Love and Mr. Lewisham

Mankind in the Making

Marriage

Mr. Britling Sees It Through

New Worlds For Old

In The Fourth Year - Anticipations of a World Peace

Kipps

Little Wars

A Modern Utopia

ANTICIPATIONS

OF THE

REACTION OF MECHANICAL AND SCIENTIFIC

PROGRESS UPON HUMAN LIFE

AND THOUGHT

BY

H. G. WELLS

AUTHOR OF

"LOVE AND MR. LEWISHAM," "THE ISLAND OF DR. MOREAU," AND "TALES OF SPACE AND TIME."

SECOND EDITION

LONDON: CHAPMAN & HALL, LD.

1902

CONTENTS

I. LOCOMOTION IN THE TWENTIETH CENTURY

II. THE PROBABLE DIFFUSION OF GREAT CITIES

III. DEVELOPING SOCIAL ELEMENTS

IV. CERTAIN SOCIAL REACTIONS

V. THE LIFE-HISTORY OF DEMOCRACY

VI. WAR IN THE TWENTIETH CENTURY

VII. THE CONFLICT OF LANGUAGES

VIII. THE LARGER SYNTHESIS

IX. FAITH, MORALS, AND PUBLIC POLICY IN THE TWENTIETH CENTURY

ANTICIPATIONS

I

LOCOMOTION IN THE TWENTIETH CENTURY

It is proposed in this book to present in as orderly an arrangement as the necessarily diffused nature of the subject admits, certain speculations about the trend of present forces, speculations which, taken all together, will build up an imperfect and very hypothetical, but sincerely intended forecast of the way things will probably go in this new century .[ 1] Necessarily diffidence will be one of the graces of the performance. Hitherto such forecasts have been presented almost invariably in the form of fiction, and commonly the provocation of the satirical opportunity has been too much for the writer ;[ 2] the narrative form becomes more and more of a nuisance as the speculative inductions become sincerer, and here it will be abandoned altogether in favour of a texture of frank inquiries and arranged considerations. Our utmost aim is a rough sketch of the coming time, a prospectus, as it were, of the joint undertaking of mankind in facing these impending years. The reader is a prospective shareholder--he and his heirs--though whether he will find this anticipatory balance-sheet to his belief or liking is another matter.

For reasons that will develop themselves more clearly as these papers unfold, it is extremely convenient to begin with a speculation upon the probable developments and changes of the means of land locomotion during the coming decades. No one who has studied the civil history of the nineteenth century will deny how far-reaching the consequences of changes in transit may be, and no one who has studied the military performances of General Buller and General De Wet but will see that upon transport, upon locomotion, may also hang the most momentous issues of politics and war. The growth of our great cities, the rapid populating of America, the entry of China into the field of European politics are, for example, quite obviously and directly consequences of new methods of locomotion. And while so much hangs upon the development of these methods, that development is, on the other hand, a process comparatively independent, now at any rate, of most of the other great movements affected by it. It depends upon a sequence of ideas arising, and of experiments made, and upon laws of political economy, almost as inevitable as natural laws. Such great issues, supposing them to be possible, as the return of Western Europe to the Roman communion, the overthrow of the British Empire by Germany, or the inundation of Europe by the "Yellow Peril," might conceivably affect such details, let us say, as door-handles and ventilators or mileage of line, but would probably leave the essential features of the evolution of locomotion untouched. The evolution of locomotion has a purely historical relation to the Western European peoples. It is no longer dependent upon them, or exclusively in their hands. The Malay nowadays sets out upon his pilgrimage to Mecca in an excursion steamship of iron, and the immemorial Hindoo goes a-shopping in a train, and in Japan and Australasia and America, there are plentiful hands and minds to take up the process now, even should the European let it fall.

The beginning of this twentieth century happens to coincide with a very interesting phase in that great development of means of land transit that has been the distinctive feature (speaking materially) of the nineteenth century. The nineteenth century, when it takes its place with the other centuries in the chronological charts of the future, will, if it needs a symbol, almost inevitably have as that symbol a steam engine running upon a railway. This period covers the first experiments, the first great developments, and the complete elaboration of that mode of transit, and the determination of nearly all the broad features of this century's history may be traced directly or indirectly to that process. And since an interesting light is thrown upon the new phases in land locomotion that are now beginning, it will be well to begin this forecast with a retrospect, and to revise very shortly the history of the addition of steam travel to the resources of mankind.

A curious and profitable question arises at once. How is it that the steam locomotive appeared at the time it did, and not earlier in the history of the world?

Because it was not invented. But why was it not invented? Not for want of a crowning intellect, for none of the many minds concerned in the development strikes one--as the mind of Newton, Shakespeare, or Darwin strikes one--as being that of an unprecedented man. It is not that the need for the railway and steam engine had only just arisen, and--to use one of the most egregiously wrong and misleading phrases that ever dropped from the lips of man--the demand created the supply; it was quite the other way about. There was really no urgent demand for such things at the time; the current needs of the European world seem to have been fairly well served by coach and diligence in 1800, and, on the other hand, every administrator of intelligence in the Roman and Chinese empires must have felt an urgent need for more rapid methods of transit than those at his disposal. Nor was the development of the steam locomotive the result of any sudden discovery of steam. Steam, and something of the mechanical possibilities of steam, had been known for two thousand years; it had been used for pumping water, opening doors, and working toys, before the Christian era. It may be urged that this advance was the outcome of that new and more systematic handling of knowledge initiated by Lord Bacon and sustained by the Royal Society; but this does not appear to have been the case, though no doubt the new habits of mind that spread outward from that centre played their part. The men whose names are cardinal in the history of this development invented, for the most part, in a quite empirical way, and Trevithick's engine was running along its rails and Evan's boat was walloping up the Hudson a quarter of a century before Carnot expounded his general proposition. There were no such deductions from principles to application as occur in the story of electricity to justify our attribution of the steam engine to the scientific impulse. Nor does this particular invention seem to have been directly due to the new possibilities of reducing, shaping, and casting iron, afforded by the substitution of coal for wood in iron works; through the greater temperature afforded by a coal fire. In China coal has been used in the reduction of iron for many centuries. No doubt these new facilities did greatly help the steam engine in its invasion of the field of common life, but quite certainly they were not sufficient to set it going. It was, indeed, not one cause, but a very complex and unprecedented series of causes, that set the steam locomotive going. It was indirectly, and in another way, that the introduction of coal became the decisive factor. One peculiar condition of its production in England seems to have supplied just one ingredient that had been missing for two thousand years in the group of conditions that were necessary before the steam locomotive could appear.

This missing ingredient was a demand for some comparatively simple, profitable machine, upon which the elementary principles of steam utilization could be worked out. If one studies Stephenson's "Rocket" in detail, as one realizes its profound complexity, one begins to understand how impossible it would have been for that structure to have come into existence de novo , however urgently the world had need of it. But it happened that the coal needed to replace the dwindling forests of this small and exceptionally rain-saturated country occurs in low hollow basins overlying clay, and not, as in China and the Alleghanies for example, on high-lying outcrops, that can be worked as chalk is worked in England. From this fact it followed that some quite unprecedented pumping appliances became necessary, and the thoughts of practical men were turned thereby to the long-neglected possibilities of steam. Wind was extremely inconvenient for the purpose of pumping, because in these latitudes it is inconstant: it was costly, too, because at any time the labourers might be obliged to sit at the pit's mouth for weeks together, whistling for a gale or waiting for the water to be got under again. But steam had already been used for pumping upon one or two estates in England--rather as a toy than in earnest--before the middle of the seventeenth century, and the attempt to employ it was so obvious as to be practically unavoidable .[ 3] The water trickling into the coal measures[4] acted, therefore, like water trickling upon chemicals that have long been mixed together dry and inert. Immediately the latent reactions were set going. Savery , Newcomen , a host of other workers, culminating in Watt, working always by steps that were at least so nearly obvious as to give rise again and again to simultaneous discoveries, changed this toy of steam into a real, a commercial thing, developed a trade in pumping engines, created foundries and a new art of engineering, and almost unconscious of what they were doing, made the steam locomotive a well-nigh unavoidable consequence. At last, after a century of improvement on pumping engines, there remained nothing but the very obvious stage of getting the engine that had been developed on wheels and out upon the ways of the world.

Ever and again during the eighteenth century an engine would be put upon the roads and pronounced a failure--one monstrous Palæoferric creature was visible on a French high road as early as 1769--but by the dawn of the nineteenth century the problem had very nearly got itself solved. By 1804 Trevithick had a steam locomotive indisputably in motion and almost financially possible, and from his hands it puffed its way, slowly at first, and then, under Stephenson, faster and faster, to a transitory empire over the earth. It was a steam locomotive--but for all that it was primarily a steam engine for pumping adapted to a new end; it was a steam engine whose ancestral stage had developed under conditions that were by no means exacting in the matter of weight. And from that fact followed a consequence that has hampered railway travel and transport very greatly, and that is tolerated nowadays only through a belief in its practical necessity. The steam locomotive was all too huge and heavy for the high road--it had to be put upon rails. And so clearly linked are steam engines and railways in our minds that, in common language now, the latter implies the former. But indeed it is the result of accidental impediments, of avoidable difficulties that we travel to-day on rails.