(AP/Library of Congress)

The end of the Old World: How technology shrunk America forever

The 19th century saw an explosion of changes in America. The way people saw the world would never be the same


Mark C. Taylor
October 19, 2014 5:00PM (UTC)
Excerpted from "Speed Limits: Where Time Went and Why We Have So Little Left"

It has become customary to mark the beginning of the Industrial revolution in eighteenth-century England. Historians usually identify two or sometimes three phases of the Industrial revolution, which are associated with different sources of energy and related technologies. In preindustrial Europe, the primary energy sources were human, animal, and natural (wind, water, and fire).

By the middle of the eighteenth century, much of Europe had been deforested to supply wood for domestic and industrial consumption. J.R. McNeill points out that the combination of energy sources, machines, and ways of organizing production came together to form “clusters” that determined the course of industrialization and, by extension, shaped economic and social developments. a later cluster did not immediately replace its predecessor; rather, different regimes overlapped, though often they were not integrated. With each new cluster, however, the speed of production increased, leading to differential rates of production. The first phase of the Industrial revolution began around 1750 with the shift from human and animal labor to machine-based production. This change was brought about by the use of water power and later steam engines in the textile mills of Great Britain.

The second phase dates from the 1820s, when there was a shift to fossil fuels—primarily coal. By the middle of the nineteenth century, another cluster emerged from the integration of coal, iron, steel, and railroads. The fossil fuel regime was not, of course, limited to coal. Edwin L. Drake drilled the first commercially successful well in Titusville, Pennsylvania, in 1859 and the big gushers erupted first in the 1870s in Baku on the Caspian Sea and later in Spindeltop, Texas (1901). Oil, however, did not replace coal as the main source of fuel in transportation until the 1930s.3 Coal, of course, is still widely used in manufacturing today because it remains one of the cheapest sources of energy. Though global consumption of coal has leveled off since 2000, its use continues to increase in China. Indeed, China currently uses almost as much coal as the rest of the world and reliable sources predict that by 2017, India will be importing as much coal as China.

The third phase of the Industrial revolution began in the closing decades of the nineteenth century. The development of technologies for producing and distributing electricity cheaply and efficiently further transformed industrial processes and created the possibility for new systems of communication as well as the unprecedented capability for the production and dissemination of new forms of entertainment, media, and information. The impact of electrification can be seen in four primary areas.

First, the availability of electricity made the assembly line and mass production possible. When Henry Ford adapted technology used in Chicago’s meatpacking houses to produce cars (1913), he set in motion changes whose effects are still being felt. Second, the introduction of the incandescent light bulb (1881) transformed private and public space. As early as the late 1880s, electrical lighting was used in homes, factories, and on streets. Assembly lines and lights inevitably led to the acceleration of urbanization. Third, the invention of the telegraph (ca.1840) and telephone (1876) enabled the communication and transmission of information across greater distances at faster rates of speed than ever before. Finally, electronic tabulating machines, invented by Herman Hollerith in 1889, made it possible to collect and manage data in new ways. Though his contributions have not been widely acknowledged, Hollerith actually forms a bridge between the Industrial revolution and the so-called post-industrial information age. The son of German immigrants, Hollerith graduated from Columbia University’s School of Mines and went on to found Tabulating Machine Company (1896). He created the first automatic card-feed mechanism and key-punch system with which an operator using a keyboard could process as many as three hundred cards an hour. Under the direction of Thomas J. Watson, Hollerith’s company merged with three others in 1911 to form Computing Tabulating recording Company. In 1924, the company was renamed International Business Machines Corporation (IBM).

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There is much to be learned from such periodizations, but they have serious limitations. The developments I have identified overlap and interact in ways that subvert any simple linear narrative. Instead of thinking merely in terms of resources, products, and periods, it is also important to think in terms of networks and flows. The foundation for today’s wired world was laid more than two centuries ago. Beginning in the early nineteenth century, local communities, then states and nations, and finally the entire globe became increasingly connected. Though varying from time to time and place to place, there were two primary forms of networks: those that directed material flows (fuels, commodities, products, people), and those that channeled immaterial flows (communications, information, data, images, and currencies). From the earliest stages of development, these networks were inextricably interconnected. There would have been no telegraph network without railroads and no railroad system without the telegraph network, and neither could have existed without coal and iron. Networks, in other words, are never separate but form networks of networks in which material and immaterial flows circulate. As these networks continued to expand, and became more and more complex, there was a steady increase in the importance of immaterial flows, even for material processes. The combination of expanding connectivity and the growing importance of information technologies led to the acceleration of both material and immaterial flows. This emerging network of networks created positive feedback loops in which the rate of acceleration increased.

While developments in transportation, communications, information, and management were all important, industrialization as we know it is inseparable from the transportation revolution that trains created. In his foreword to Wolfgang Schivelbusch’s informative study "The Railway Journey: The Industrialization of Time and Space in the 19th Century," Alan Trachtenberg writes, “Nothing else in the nineteenth century seemed as vivid and dramatic a sign of modernity as the railroad. Scientists and statesmen joined capitalists in promoting the locomotive as the engine of ‘progress,’ a promise of imminent Utopia.”

In England, railway technology developed as an extension of coal mining. The shift from human and natural sources of energy to fossil fuels created a growing demand for coal. While steam engines had been used since the second half of the eighteenth century in British mines to run fans and pumps like those my great-grandfather had operated in the Pennsylvania coalfields, it was not until 1901, when Oliver Evans invented a high-pressure, mobile steam engine, that locomotives were produced. By the beginning of the nineteenth century, the coal mined in the area around Newcastle was being transported throughout England on rail lines. It did not take long for this new rapid transit system to develop—by the 1820s, railroads had expanded to carry passengers, and half a century later rail networks spanned all of Europe.

What most impressed people about this new transportation network was its speed. The average speed of early railways in England was twenty to thirty miles per hour, which was approximately three times faster than stagecoaches. The increase in speed transformed the experience of time and space. Countless writers from this era use the same words to describe train travel as Karl Marx had used to describe emerging global financial markets. Trains, like capital, “annihilate space with time.”

Traveling on the recently opened Paris-rouen-orléans railway line in 1843, the German poet, journalist, and literary critic Heinrich Heine wrote: “What changes must now occur, in our way of looking at things, in our notions! Even the elementary concepts of time and space have begun to vacillate. Space is killed by the railways, and we are left with time alone. . . . Now you can travel to orleans in four and a half hours, and it takes no longer to get to rouen. Just imagine what will happen when the lines to Belgium and Germany are completed and connected up with their railways! I feel as if the mountains and forests of all countries were advancing on Paris. Even now, I can smell the German linden trees; the North Sea’s breakers are rolling against my door.” This new experience of space and time that speed brought about had profound psychological effects that I will consider later.

Throughout the nineteenth century, the United States lagged behind Great Britain in terms of industrial capacity: in 1869, England was the source of 20 percent of the world’s industrial production, while the United States contributed just 7 percent. By the start of World War I, however, america’s industrial capacity surpassed that of England: that is, by 1913, the scales had tipped—32 percent came from the United States and only 14 percent from England. While England had a long history before the Industrial revolution, the history of the United States effectively begins with the Industrial revolution. There are other important differences as well. Whereas in Great Britain the transportation revolution grew out of the industrialization of manufacturing primarily, but not exclusively, in textile factories, in the United States mechanization began in agriculture and spread to transportation before it transformed manufacturing. In other words, in Great Britain, the Industrial Revolution in manufacturing came first and the transportation revolution second, while in the United States, this order was reversed.

When the Industrial revolution began in the United States, most of the country beyond the Eastern Seaboard was largely undeveloped. Settling this uncharted territory required the development of an extensive transportation network. Throughout the early decades of the nineteenth century, the transportation system consisted of a network of rudimentary roads connecting towns and villages with the countryside. New England, Boston, New york, Philadelphia, Baltimore, and Washington were joined by highways suitable for stagecoach travel. Inland travel was largely confined to rivers and waterways. The completion of the Erie Canal (1817–25) marked the first stage in the development of an extensive network linking rivers, lakes, canals, and waterways along which produce and people flowed. Like so much else in America, the railroad system began in Boston. By 1840, only 18,181 miles of track had been laid. During the following decade, however, there was an explosive expansion of the nation’s rail system financed by securities and bonds traded on stock markets in America and London. By the 1860s, the railroad network east of the Mississippi river was using routes roughly similar to those employed today.

Where some saw loss, others saw gain. In 1844, inveterate New Englander ralph Waldo Emerson associated the textile loom with the railroad when he reflected, “Not only is distance annihilated, but when, as now, the locomotive and the steamboat, like enormous shuttles, shoot every day across the thousand various threads of national descent and employment, and bind them fast in one web, an hourly assimilation goes forward, and there is no danger that local peculiarities and hostilities should be preserved.” Gazing at tracks vanishing in the distance, Emerson saw a new world opening that, he believed, would overcome the parochialisms of the past. For many people in the nineteenth century, this new world promising endless resources and endless opportunity was the american West. A transcontinental railroad had been proposed as early as 1820 but was not completed until 1869.

On May 10, 1869, Leland Stanford, who would become the governor of California and, in 1891, founder of Stanford University, drove the final spike in the railroad that joined east and west. Nothing would ever be the same again. This event was not merely local, but also, as Emerson had surmised, global. Like the California gold and Nevada silver spike that leland had driven to join the rails, the material transportation network and immaterial communication network intersected at that moment to create what Rebecca Solnit correctly identifies as “the first live national media event.” The spike “had been wired to connect to the telegraph lines that ran east and west along the railroad tracks. The instant Stanford struck the spike, a signal would go around the nation. . . . The signal set off cannons in San Francisco and New York. In the nation’s capital the telegraph signal caused a ball to drop, one of the balls that visibly signaled the exact time in observatories in many places then (of which the ball dropped in New york’s Times Square at the stroke of the New year is a last relic). The joining of the rails would be heard in every city equipped with fire-alarm telegrams, in Philadelphia, omaha, Buffalo, Chicago, and Sacramento. Celebrations would be held all over the nation.” This carefully orchestrated spectacle, which was made possible by the convergence of multiple national networks, was worthy of the future Hollywood and the technological wizards of Silicon Valley whose relentless innovation Stanford’s university would later nourish. What most impressed people at the time was the speed of global communication, which now is taken for granted.

Flickering Images—Changing Minds

Industrialization not only changes systems of production and distribution of commodities and products, but also imposes new disciplinary practices that transform bodies and change minds. During the early years of train travel, bodily acceleration had an enormous psychological effect that some people found disorienting and others found exhilarating. The mechanization of movement created what ann Friedberg describes as the “mobile gaze,” which transforms one’s surroundings and alters both the content and, more important, the structure, of perception. This mobile gaze takes two forms: the person can move and the surroundings remain immobile (train, bicycle, automobile, airplane, elevator), or the person can remain immobile and the surroundings move (panorama, kinetoscope, film).

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When considering the impact of trains on the mobilization of the gaze, it is important to note that different designs for railway passenger cars had different perceptual and psychological effects. Early European passenger cars were modeled on stagecoaches in which individuals had seats in separate compartments; early american passenger cars, by contrast, were modeled on steamboats in which people shared a common space and were free to move around. The European design tended to reinforce social and economic hierarchies that the american design tried to break down. Eventually, american railroads adopted the European model of fixed individual seating but had separate rows facing in the same direction rather than different compartments. As we will see, the resulting compartmentalization of perception anticipates the cellularization of attention that accompanies today’s distributed high-speed digital networks.

During the early years, there were numerous accounts of the experience of railway travel by ordinary people, distinguished writers, and even physicians, in which certain themes recur. The most common complaint is the sense of disorientation brought about by the experience of unprecedented speed. There are frequent reports of the dispersion and fragmentation of attention that are remarkably similar to contemporary personal and clinical descriptions of attention-deficit hyperactivity disorder (ADHD). With the landscape incessantly rushing by faster than it could be apprehended, people suffered overstimulation, which created a sense of psychological exhaustion and physical distress. Some physicians went so far as to maintain that the experience of speed caused “neurasthenia, neuralgia, nervous dyspepsia, early tooth decay, and even premature baldness.”

In 1892, Sir James Crichton-Browne attributed the significant increase in the mortality rate between 1859 and 1888 to “the tension, excitement, and incessant mobility of modern life.” Commenting on these statistics, Max Nordau might well be describing the harried pace of life today. “Every line we read or write, every human face we see, every conversation we carry on, every scene we perceive through the window of the flying express, sets in activity our sensory nerves and our brain centers. Even the little shocks of railway travelling, not perceived by consciousness, the perpetual noises and the various sights in the streets of a large town, our suspense pending the sequel of progressing events, the constant expectation of the newspaper, of the postman, of visitors, cost our brains wear and tear.” During the years around the turn of the last century, a sense of what Stephen kern aptly describes as “cultural hypochondria” pervaded society. Like today’s parents concerned about the psychological and physical effects of their kids playing video games, nineteenth-century physicians worried about the effect of people sitting in railway cars for hours watching the world rush by in a stream of images that seemed to be detached from real people and actual things.

In addition to the experience of disorientation, dispersion, fragmentation, and fatigue, rapid train travel created a sense of anxiety. People feared that with the increase in speed, machinery would spin out of control, resulting in serious accidents. An 1829 description of a train ride expresses the anxiety that speed created. “It is really flying, and it is impossible to divest yourself of the notion of instant death to all upon the least accident happening.” a decade and a half later, an anonymous German explained that the reason for such anxiety is the always “close possibility of an accident, and the inability to exercise any influence on the running of the cars.” When several serious accidents actually occurred, anxiety spread like a virus. Anxiety, however, is always a strange experience—it not only repels, it also attracts; danger and the anxiety it brings are always part of speed’s draw.

Perhaps this was a reason that not everyone found trains so distressing. For some people, the experience of speed was “dreamlike” and bordered on ecstasy. In 1843, Emerson wrote in his Journals, “Dreamlike travelling on the railroad. The towns which I pass between Philadelphia and New york make no distinct impression. They are like pictures on a wall.” The movement of the train creates a loss of focus that blurs the mobile gaze. A few years earlier, Victor Hugo’s description of train travel sounds like an acid trip as much as a train trip. In either case, the issue is speed. “The flowers by the side of the road are no longer flowers but flecks, or rather streaks, of red or white; there are no longer any points, everything becomes a streak; grain fields are great shocks of yellow hair; fields of alfalfa, long green tresses; the towns, the steeples, and the trees perform a crazy mingling dance on the horizon; from time to time, a shadow, a shape, a specter appears and disappears with lightning speed behind the window; it’s a railway guard.” The flickering images fleeting past train windows are like a film running too fast to comprehend.

Transportation was not the only thing accelerating in the nineteenth century—the pace of life itself was speeding up as never before. listening to the whistle of the train headed to Boston in his cabin beside Walden Pond, Thoreau mused, “The startings and arrivals of the cars are now the epochs in the village day. They go and come with such regularity and precision, and their whistle can be heard so far, that the farmers set their clocks by them, and thus one well conducted institution regulates a whole country. Have not men improved somewhat in punctuality since the railroad was invented? Do they not talk and think faster in the depot than they did in the stage office? There is something electrifying in the atmosphere of the former place. I have been astonished by some of the miracles it has wrought.” And yet Thoreau, more than others, knew that these changes also had a dark side.

The transition from agricultural to industrial capitalism brought with it a massive migration from the country, where life was slow and governed by natural rhythms, to the city, where life was fast and governed by mechanical, standardized time. The convergence of industrialization, transportation, and electrification made urbanization inevitable. The faster that cities expanded, the more some writers and poets idealized rustic life in the country. Nowhere is such idealization more evident than in the writings of British romantics. The rapid swirl of people, machines, and commodities created a sense of vertigo as disorienting as train travel. Wordsworth writes in The Prelude,

oh, blank confusion! True epitome
of what the mighty City is herself
To thousands upon thousands of her sons, living among the same perpetual whirl
of trivial objects, melted and reduced
To one identity, by differences
That have no law, no meaning, no end—

By 1850, fifteen cities in the United States had a population exceeding 50,000. New york was the largest (1,080,330), followed by Philadelphia (565,529), Baltimore (212,418), and Boston (177,840). Increasing domestic trade that resulted from the railroad and growing foreign trade that accompanied improved ocean travel contributed significantly to this growth. While commerce was prevalent in early cities, manufacturing expanded rapidly during the latter half of the eighteenth century. The most important factor contributing to nineteenth-century urbanization was the rapid development of the money economy. Once again, it is a matter of circulating flows, not merely of human bodies but of mobile commodities. Money and cities formed a positive feedback loop—as the money supply grew, cities expanded, and as cities expanded, the money supply grew.

The fast pace of urban life was as disorienting for many people as the speed of the train. In his seminal essay “The Metropolis and Mental life,” Georg Simmel observes, “The psychological foundation upon which the metropolitan individuality is erected, is the intensification of emotional life due to the swift and continuous shift of external and internal stimuli. Man is a creature whose existence is dependent on differences, i.e., his mind is stimulated by the difference between present impressions and those which have preceded. . . . To the extent that the metropolis creates these psychological conditions—with every crossing of the street, with the tempo and multiplicity of economic, occupational and social life—it creates the sensory foundations of mental life, and in the degree of awareness necessitated by our organization as creatures dependent on differences, a deep contrast with the slower, more habitual, more smooth flowing rhythm of the sensory-mental phase of small town and rural existence.” The expansion of the money economy created a fundamental contradiction at the heart of metropolitan life. On the one hand, cities brought together different people from all backgrounds and walks of life, and on the other hand, emerging industrial capitalism leveled these differences by disciplining bodies and programming minds. “Money,” Simmel continues, “is concerned only with what is common to all, i.e., with the exchange value which reduces all quality and individuality to a purely quantitative level.” The migration from country to city that came with the transition from agricultural to industrial capitalism involved a shift from homogeneous communities to heterogeneous assemblages of different people, qualitative to quantitative methods of assessment and evaluation, as well as concrete to abstract networks of exchange of goods and services, and a slow to fast pace of life. I will consider further aspects of these disciplinary practices in Chapter 3; for now, it is important to understand the implications of the mechanization or industrialization of perception.

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I have already noted similarities between the experience of looking through a window on a speeding train to the experience of watching a film that is running too fast. During the latter half of the nineteenth century a remarkable series of inventions transformed not only what people experienced in the world but how they experienced it: photography (Louis-Jacques-Mandé Daguerre, ca. 1837), the telegraph (Samuel F. B. Morse, ca. 1840), the stock ticker (Thomas alva Edison, 1869), the telephone (alexander Graham Bell, 1876), the chronophotographic gun (Étienne-Jules Maney, 1882), the kinetoscope (Edison, 1894), the zoopraxiscope (Eadweard Muybridge, 1893), the phantoscope (Charles Jenkins, 1894), and cinematography (Auguste and Louis Lumière, 1895). The way in which human beings perceive and conceive the world is not hardwired in the brain but changes with new technologies of production and reproduction.

Just as the screens of today’s TVs, computers, video games, and mobile devices are restructuring how we process experience, so too did new technologies at the end of the nineteenth century change the world by transforming how people apprehended it. While each innovation had a distinctive effect, there is a discernible overall trajectory to these developments. Industrial technologies of production and reproduction extended processes of dematerialization that eventually led first to consumer capitalism and then to today’s financial capitalism. The crucial variable in these developments is the way in which material and immaterial networks intersect to produce a progressive detachment of images, representations, information, and data from concrete objects and actual events. Marveling at what he regarded as the novelty of photographs, Oliver Wendell Holmes commented, “Form is henceforth divorced from matter. In fact, matter as a visible object is of no great use any longer, except as the mould on which form is shaped. Give us a few negatives of a thing worth seeing, taken from different points of view, and that is all we want of it. Pull it down or burn it up, if you please. . . . Matter in large masses must always be fixed and dear, form is cheap and transportable. We have got the fruit of creation now, and need not trouble ourselves about the core.”

Technologies for the reproduction and transmission of images and information expand the process of abstraction initiated by the money economy to create a play of freely floating signs without anything to ground, certify, or secure them. With new networks made possible by the combination of electrification and the invention of the telegraph, telephone, and stock ticker, communication was liberated from the strictures imposed by physical means of conveyance. In previous energy regimes, messages could be sent no faster than people, horses, carriages, trains, ships, or automobiles could move. Dematerialized words, sounds, information, and eventually images, by contrast, could be transmitted across great distances at high speed. With this dematerialization and acceleration, Marx’s prediction—that “everything solid melts into air”—was realized. But this was just the beginning. It would take more than a century for electrical currents to become virtual currencies whose transmission would approach the speed limit.

Excerpted from "Speed Limits: Where Time Went and Why We Have So Little Left," by Mark C. Taylor, published October 2014 by Yale University Press. Copyright ©2014 by Mark C. Taylor. Reprinted by permission of Yale University Press.


Mark C. Taylor

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