Герберт Уэллс - Anticipations

The determining factor in the appearance of great cities in the past, and, indeed, up to the present day, has been the meeting of two or more transit lines, the confluence of two or more streams of trade, and easy communication. The final limit to the size and importance of the great city has been the commercial "sphere of influence" commanded by that city, the capacity of the alluvial basin of its commerce, so to speak, the volume of its river of trade. About the meeting point so determined the population so determined has grouped itself – and this is the point I overlooked in those previous vaticinations – in accordance with laws that are also considerations of transit .

The economic centre of the city is formed, of course, by the wharves and landing places – and in the case of railway-fed cities by the termini – where passengers land and where goods are landed, stored, and distributed. Both the administrative and business community, traders, employers, clerks, and so forth, must be within a convenient access of this centre; and the families, servants, tradesmen, amusement purveyors dependent on these again must also come within a maximum distance. At a certain stage in town growth the pressure on the more central area would become too great for habitual family life there, and an office region would differentiate from an outer region of homes. Beyond these two zones, again, those whose connection with the great city was merely intermittent would constitute a system of suburban houses and areas. But the grouping of these, also, would be determined finally by the convenience of access to the dominant centre. That secondary centres, literary, social, political, or military, may arise about the initial trade centre, complicates the application but does not alter the principle here stated. They must all be within striking distance. The day of twenty-four hours is an inexorable human condition, and up to the present time all intercourse and business has been broken into spells of definite duration by intervening nights. Moreover, almost all effective intercourse has involved personal presence at the point where intercourse occurs. The possibility, therefore, of going and coming and doing that day's work has hitherto fixed the extreme limits to which a city could grow, and has exacted a compactness which has always been very undesirable and which is now for the first time in the world's history no longer imperative.

So far as we can judge without a close and uncongenial scrutiny of statistics, that daily journey, that has governed and still to a very considerable extent governs the growth of cities, has had, and probably always will have, a maximum limit of two hours, one hour each way from sleeping place to council chamber, counter, workroom, or office stool. And taking this assumption as sound, we can state precisely the maximum area of various types of town. A pedestrian agglomeration such as we find in China, and such as most of the European towns probably were before the nineteenth century, would be swept entirely by a radius of four miles about the business quarter and industrial centre; and, under these circumstances, where the area of the feeding regions has been very large the massing of human beings has probably reached its extreme limit. 16Of course, in the case of a navigable river, for example, the commercial centre might be elongated into a line and the circle of the city modified into an ellipse with a long diameter considerably exceeding eight miles, as, for example, in the case of Hankow.

If, now, horseflesh is brought into the problem, an outer radius of six or eight miles from the centre will define a larger area in which the carriage folk, the hackney users, the omnibus customers, and their domestics and domestic camp followers may live and still be members of the city. Towards that limit London was already probably moving at the accession of Queen Victoria, and it was clearly the absolute limit of urban growth – until locomotive mechanisms capable of more than eight miles an hour could be constructed.

And then there came suddenly the railway and the steamship, the former opening with extraordinary abruptness a series of vast through-routes for trade, the latter enormously increasing the security and economy of the traffic on the old water routes. For a time neither of these inventions was applied to the needs of intra-urban transit at all. For a time they were purely centripetal forces. They worked simply to increase the general volume of trade, to increase, that is, the pressure of population upon the urban centres. As a consequence the social history of the middle and later thirds of the nineteenth century, not simply in England but all over the civilized world, is the history of a gigantic rush of population into the magic radius of – for most people – four miles, to suffer there physical and moral disaster less acute but, finally, far more appalling to the imagination than any famine or pestilence that ever swept the world. Well has Mr. George Gissing named nineteenth-century London in one of his great novels the "Whirlpool," the very figure for the nineteenth-century Great City, attractive, tumultuous, and spinning down to death.

But, indeed, these great cities are no permanent maëlstroms. These new forces, at present still so potently centripetal in their influence, bring with them, nevertheless, the distinct promise of a centrifugal application that may be finally equal to the complete reduction of all our present congestions. The limit of the pre-railway city was the limit of man and horse. But already that limit has been exceeded, and each day brings us nearer to the time when it will be thrust outward in every direction with an effect of enormous relief.

So far the only additions to the foot and horse of the old dispensation that have actually come into operation, are the suburban railways, which render possible an average door to office hour's journey of ten or a dozen miles – further only in the case of some specially favoured localities. The star-shaped contour of the modern great city, thrusting out arms along every available railway line, knotted arms of which every knot marks a station, testify sufficiently to the relief of pressure thus afforded. Great Towns before this century presented rounded contours and grew as a puff-ball swells; the modern Great City looks like something that has burst an intolerable envelope and splashed. But, as our previous paper has sought to make clear, these suburban railways are the mere first rough expedient of far more convenient and rapid developments.

We are – as the Census Returns for 1901 quite clearly show – in the early phase of a great development of centrifugal possibilities. And since it has been shown that a city of pedestrians is inexorably limited by a radius of about four miles, and that a horse-using city may grow out to seven or eight, it follows that the available area of a city which can offer a cheap suburban journey of thirty miles an hour is a circle with a radius of thirty miles. And is it too much, therefore, in view of all that has been adduced in this and the previous paper, to expect that the available area for even the common daily toilers of the great city of the year 2000, or earlier, will have a radius very much larger even than that? Now, a circle with a radius of thirty miles gives an area of over 2800 square miles, which is almost a quarter that of Belgium. But thirty miles is only a very moderate estimate of speed, and the reader of the former paper will agree, I think, that the available area for the social equivalent of the favoured season-ticket holders of to-day will have a radius of over one hundred miles, and be almost equal to the area of Ireland. 17The radius that will sweep the area available for such as now live in the outer suburbs will include a still vaster area. Indeed, it is not too much to say that the London citizen of the year 2000 a. d. may have a choice of nearly all England and Wales south of Nottingham and east of Exeter as his suburb, and that the vast stretch of country from Washington to Albany will be all of it "available" to the active citizen of New York and Philadelphia before that date.