Hutton died just two years later. But the stage was set for a new view of nature—as well as of man. The natural and physical world turned out to be as dynamic, and progressive, as human society had been for the Scottish school. At least one scientist took Hutton’s idea to heart, an English-born but Edinburgh-trained physician named Erasmus Darwin. Darwin expanded and inflated it into a full-blown theory of nature as a history of progress, in his Zoonomia, or the Laws of Organic Life. “Would it be too bold to imagine that . . . all warm-blooded animals have arisen from one living filament,” he wrote, “with the power of acquiring new parts, attended with new propensities . . . and thus possessing the faculty of continuing to improve by its own inherent activity, and of delivering down those improvements by generation to its posterity, world without end?”
It was an insight that his grandson, also trained at the Edinburgh medical school, would refine even further. Charles Darwin developed his own theory of biological evolution with the help of Scottish geologist Sir Charles Lyell, who did more to advance the field of theoretical geology, Darwin later stated, than “any other man who ever lived.” Darwin created a vision of the history of nature that matched the one that the Scots had crafted for the history of man—a history of progress, a steady rise from the primitive and the simple to the more complex, which culminates, of course, in man himself. On the Origin of Species revealed that the assumptions of the Scottish school were becoming indispensable not only to the social sciences, but to the natural and physical sciences as well. In the English-speaking world, a “scientific outlook” on the world was coming to mean almost the same thing as a Scottish outlook.
II
Scots became experts in another technical aspect of modernization: transport and communication. More than anyone else, they understood how essential the free flow of goods, services, people, and information was to the creation of modern society.
As early as the 1740s Duncan Forbes had foreseen that effective roads were the key to advancing the forces of civilization in Scotland’s Highlands; Dr. Johnson’s injunction about Scotsmen finding “the high road to London” made the same point. Adam Smith realized early on that England had developed faster as a commercial society, and then as an industrial power, in part because it enjoyed a network of roads, canals, bridges, riverways, and harbors that permitted goods in one part of the country to reach the other parts with relative ease. Nothing like it existed in Scotland: the Highlands were as effectively sealed off from economic and social progress as if they had been surrounded by a stone wall.
General Wade and his army construction gangs had strung a thin network of roads through the Highlands years before, which were still used by civilian as well as military traffic. But they were crude and unreliable in poor weather, and they were far too few. Local roads were even worse, as one traveler found out during a trip through Forfarshire: “Many of these roads,” he wrote in 1813, “were merely formed, by digging a ditch on each side of them, and throwing the spongy clay, here called mortar, upon the top of the road. Of course they are almost impassable. . . . In wet weather, horses sink to their bellies, and carts to their axles. . . .”
This began to change in the 1790s, thanks to two Scottish engineers. One was John McAdam, who devised a cheap and efficient way to build a sturdy roadbed by using crushed stones and gravel. This he did with typical Scottish thoroughness, first traveling nearly thirty thousand miles across Britain and examining nearly every major road and highway. McAdam discovered that as long as the roadbed remained dry, it could handle any amount of traffic in any kind of weather— while wagon wheels and horses’ hooves constantly pressing crushed gravel into the road actually made it firmer and stronger. The macadamized road, as it became known, soon crisscrossed most of England and parts of southern Scotland, as it allowed wagons and carriages to travel as fast as horses could pull them. It is the ancestor of our modern asphalt or tarmacadam roadway (tarmac for short). On such roads the Independent Tallyho coach could carry a letter or passenger from London to Watt and Boulton’s factory in Birmingham at the breathtaking speed of fifteen miles an hour. Travel time from London to Edinburgh shrank from ten days to less than two. By 1830 the journey from Edinburgh to Glasgow, which used to take Adam Smith a day and a half, now took only four and a half hours.
McAdam’s method worked best for repairing old roads and highways. While it proved immensely useful in England, it could not solve the real difficulty Scotland faced, which was a lack of roads. The man who really opened up Scotland, and in so doing transformed the nature of modern communication, was Thomas Telford. No other builder or engineer looms as large in the nineteenth century as Telford: he in effect created the shape of our modern landscape.
Telford was cut from a heroic mold, which was also typically Scottish. He was born in 1757 at Glendenning, the son of a local shepherd. His father died soon after he was born, and he was raised in poverty by a single mother. Still, he managed to go to the local parish school, and learned to read, write (he wrote poetry, and good poetry, the rest of his life), and do mathematics. To earn his bread, he apprenticed with a local stonemason. When he had learned all he could, he went to Edinburgh and then London, where he worked for Robert Adam and William Chambers. Long after he made his fortune as a builder and engineer, Telford was crossing Waterloo Bridge (built by another Scottish engineer, John Rennie) with a friend, and he pointed to Somerset House across the water, saying “You see those stones there: forty years since I hewed and laid them, when working on that building as a common mason.”
Like any young, ambitious Scot working in London, Telford sought out a well-placed fellow Scot to act as his patron. Sir William Johnstone had married the niece of the Earl of Bath, and was supposed to be the richest commoner in Britain. Telford had met Johnstone’s brother on his trip down to London, and Sir William was sufficiently impressed to put Telford in charge of building the commissioner’s house at Portsmouth Dockyard. Telford taught himself the basic principles of architecture, and went on to build churches, castles, and jails until 1793, when Sir William got him appointed surveyor and engineer of the Ellesmere Canal in Wales.
South Wales, like Scotland, suffered from an appalling lack of roads and navigable waterways. It was, in its own way, as remote and inaccessible as the Scottish Highlands. But it also produced many of the raw materials needed for industrialization, particularly iron ore and coal. The problem was how to get it out of Wales. The answer was canals, since water was still the cheapest form of transport of bulk goods across Britain. However, with Ellesmere Telford surpassed the work of all his predecessors. At two crucial points in the canal he built massive aqueducts on a scale and size not seen since Roman times. The second, Pontcysyllte (which simply means “great crossing”), rose 127 feet above the Dee River, on a one-hundred-foot raised bank, with an iron trough carrying boats and barges along a nearly quarter-mile span. Two hundred years later it is still there and still in use, its meticulously made metal joints as perfect and trouble-free as the day they were laid.
Pontcysyllte revealed Telford as something new in the emerging industrial world: a visionary, an artist in cast iron and stone who grasped the potentially titanic scale and power of the new technologies. Telford humbly saw himself as the servant of progress and capitalism. “I admire commercial enterprise,” he wrote, “it is the vigorous outgrowth of our industrial life. I admire everything that gives it free scope, as wherever it goes, activity, energy, intelligence—all that we call civilization—goes with it.” But money was not everything, either for civilization or for Telford. “I hold that the aim and end of all ought not to be a mere bag of money, but something far higher and better”—perhaps even, through his bridges and canals, a kind of immortality.
Striving for something higher and better infused all of Telford’s projects, including the ones he never built. In 1800 he offered to put across the Thames a single-span bridge of more than six hundred feet—the longest bridge ever attempted. It never saw the light of da
y, but his project for a bridge across the Menai Strait into Anglesey did, with a span of 579 feet suspended from towers rising 153 feet into the sky. Each of the bridge’s sixteen suspension chains, made of links almost a yard long, required two and half hours of exhausting and dangerous work to raise into position, which Telford oversaw himself. When it opened in 1826, it was the biggest bridge in the world, tall enough to allow Britain’s largest warships to pass underneath—and for more than a hundred years it never needed the slightest repair.
Telford’s record of building in Scotland was even greater, and with a more decisive impact. In 1801 he toured the Highlands at the request of the Pitt government and a group of landowners calling themselves the Highland Fisheries Society, who were desperate to find some way to promote economic growth on their lands—and keep their tenants from being permanently driven away by the spread of sheep and cattle. Telford proposed building roads, bridges, harbors, and docks to open up coastal areas to commercial fishing, and canals—including a canal to link all the inland lochs of the Great Glen to Inverness and the sea. It was a development scheme on a heroic, almost foolhardy scale; yet, surprisingly, the government agreed and offered to split the costs with the local lairds. Together they spent over twenty thousand pounds putting in a new harbor at Peterhead, and over seventy thousand pounds at Dundee, all under Telford’s supervision. He also built a thousand miles of strong and secure roads crisscrossing the Highlands, more durable even than McAdam’s; they made Highland tourism, the new industry Sir Walter Scott had set in motion, possible. He also built bridges across remote glens and gorges—more than 120 of them.
All of this unending labor and travel, which took Telford back and forth across Britain—“you know I am tossed about like a rubber ball,” he told a friend, “the other day I was in London and since then I have been in Liverpool and in a few days I expect to be in Bristol”—had to be fitted around the greatest project of his life, building the Caledonian Canal.
The Caledonian Canal is a massive sea-to-sea navigable waterway, connecting the Atlantic Ocean to Inverness and the North Sea. Running sixty miles through the Great Glen, with more than twenty miles of canals and locks, it is one and a half times the length of the Panama Canal, and nearly two-thirds as long as the Suez (for which it was the model). Its construction is one of the great epics of modern engineering history. It took Telford almost fifteen years to build, using tens of thousands of workers, at an unheard-of cost of nearly a billion pounds—the equivalent of perhaps two trillion dollars in today’s money. Almost all of the money came from the British government, for what was the first public inland waterway project in the nation’s history. It opened up the central Highlands to commercial traffic for the first time, marking a new era in the history of that remote and aloof region.
At each stage Telford had to find a solution to a new engineering problem. There was dredging out the entrance to an existing loch, or cutting a new channel, or finding a secure bottom for his massive stone canal locks (at one point the bottom was so soft “that it was pierced with an iron rod to the depth of sixty feet”), or simply moving the enormous quantities of earth the construction of each lock required. He designed a huge dredging machine, powered by one of Watt’s steam engines, that could bring up eight hundred tons of mud a day. His friend and fellow poet Robert Southey saw it in operation when he came to visit in 1819. Southey also watched the building of the series of locks connecting Loch Lochy and Loch Oich, or “Neptune’s Staircase,” which could raise a ship nearly one hundred feet above sea level—“the greatest work of its kind which has been ever undertaken in ancient or modern times.” Southey was a romantic reactionary. Like Sir Walter Scott, he was more inspired by the beauty of mountains and lakes than by industrial machinery. But even Southey could appreciate the breathtaking sight of Telford’s soaring suspension bridges, such as the one at Bonar: “Oh! It is the finest thing that ever was made by God or man!” And Scott said much the same when he saw Menai Bridge, calling it “the most impressive work of art I have ever seen.”
But what most impressed Southey was Telford himself. “There is so much intelligence in his countenance, so much frankness, kindness, and hilarity about him. . . .” He concluded, “Telford’s is a happy life: everywhere making roads, building bridges, forming canals, and creating harbours—works of sure, solid, permanent utility. . . .” Permanent was right. More than 75 percent of Telford’s projects are still in operation to this day. It was a life’s work that flowed from a bottomless reservoir of creativity and self-confident energy. It continued to flow right down to his last years, when Telford began to work on a plan to build a canal in South America to connect the Atlantic and Pacific Oceans. The place he chose for it was the narrowest point on the North-South American land bridge, at Darien—the same place where William Paterson had launched his ill-fated colony 136 years earlier, when Scotland was starting its first tentative steps into the modern world.
Telford never got started on his new canal. He died in 1834, and was buried in Westminster Abbey, joining the growing contingent of Scottish geniuses laid to rest in that hallowed shrine to British achievement. Others recognized Darien’s potential, however. The world would have to wait another fifty years before work would finally get under way. William Paterson’s vision of the isthmus of Panama as “the door of the seas” would finally be realized—by Americans this time, not by the British, athough the first chief engineer on the Panama Canal would happen to be a Scot by descent, John Findlay Wallace.
Canals, roads, bridges, and renovated harbors were all crucial to the network of self-interested exchange that held together modern commercial society, and now industrial society. The next logical step was to improve the means of transport on those thoroughfares, with the help of Watt’s steam engine. Strangely, Watt himself was reluctant to do this. He seems to have believed the tremendous power generated by his invention would make any ship or vehicle too dangerous to handle. Instead, it fell to a series of other visionary Scots, and inventors of Scottish extraction, to turn the energy of steam into the new transportation of the industrial age.
Henry Bell put his steam-powered boat Comet on the river Clyde in 1812. It was an idea borrowed, as usual, from someone else (a Scot named William Symington, who sailed the first working steam-powered boat, Charlotte Dundas, back in 1788 on Loch Dalswinton); but Bell showed that it could power genuine seagoing vessels, not just light rivercraft or demonstration toys. By 1823 there were more than seventy-two steamships operating up and down the Clyde, almost 60 percent of Britain’s total steam-powered shipping. An American of Scottish descent, Robert Fulton, made the idea functional in North American waters, as well. Fulton usually gets the credit for inventing the steamboat, but it was Bell who first made it commercially and nautically feasible, while Glasgow’s dockyards became home to generations of increasingly advanced and powerful oceangoing steamships.
George Stephenson’s background was very much like Thomas Telford’s. His paternal grandfather was a Scot who settled in northern England near Newcastle, a region similar to Lowland Scotland across the border, with a history of religious dissent and austere poverty, but high levels of literacy and a tendency to turn out ambitious, self-made men. George fell in love with steam engines while working as a teenager in the West Moor Mines. Stephenson took up a Cornishman’s invention, a locomotive engine powered by steam, and used it to build the first modern railway. Not surprisingly, Thomas Telford was thinking along the same lines, except he envisioned steam-powered cars moving along his sturdy and well-built roads, not on rigid iron rails. The lobby for rails won out, however, and by the end of the 1820s Stephenson and his team of engineers were building an intricate network of iron railways and bridges for their steam-powered locomotives.
A new chapter in the industrial age was about to begin, as hundreds of miles of rails reached out to connect the major cities and industrial centers of Britain, north and south. It was the most massive national construction project in history.
Telford’s dream of a national network of highways with motorized vehicles and passenger cars would have to wait for another century, and another form of power—gasoline rather than steam.30
III
There was one other unforeseen consequence of Watt’s steam engine, which many contemporaries missed, but which a perceptive German observer named Karl Marx did not. Steam power allowed a factory or mill owner to build his place of business where it suited him, rather than having to rely on geographical accident, such as a swift-running river or access to cheap fuel such as coal, to dictate his choice of location. Where it suited him usually meant close to routes where he could transport his products and supplies cheaply, and where he could find a cheap and ready supply of labor—which in turn usually meant a city. In other words, Watt made industrial production an essentially urban activity. The classical industrial city was the result: Manchester, Liverpool, Birmingham, Essen, Lyons—and Glasgow.
Glasgow epitomized nearly every aspect of this development, and foreshadowed many of the rest. By 1801 it was Scotland’s largest city. The era of the great tobacco lords and merchant capitalists was finally and decisively over. Instead, textiles, ironworking, and modern shipbuilding were the driving forces of economic and demographic growth. Smokestacks, brick factories, and fiery, glowing foundries ringed the city, as the austere old warehouses along Gallowgate were submerged by workers’ tenements. The city’s population expanded from 77,000 in 1801 to nearly 275,000 forty years later: almost a fourfold increase. In the earliest boom years, between 1801 and 1811, the population grew by 30 percent a year.
Archibald Buchanan built the very first “integrated” cotton mill in Britain at Glasgow in 1807, combining all its component processes under one roof. The manager of the Glasgow Gasworks, James Neilson, transformed the iron industry by developing the modern blast furnace in 1827, which likewise helped to integrate ironworking and the production of pig iron. Glasgow soon outstripped both England and Wales in its iron output, rising over twentyfold to half a million tons. Glasgow managers and manufacturers were famous for their technical skill, their efficiency, and their willingness to innovate and develop new materials or techniques. By the early 1830s, Glasgow was making much of the machinery used by the rest of Britain’s industrial plant: “In these works,” wrote one observer, “everything belonging to, or connected with, the Millwright or Engineer department of the [British] manufacture is fabricated.”
How the Scots Invented the Modern World Page 38