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2019 | OriginalPaper | Buchkapitel

The Advent of Motorized Transportation and the Second Urban Revolution

verfasst von : Prof. Dr. Luc-Normand Tellier

Erschienen in: Urban World History

Verlag: Springer International Publishing

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Abstract

Liberalism preceded the Industrial Revolution, which preceded the advent of motorized transportation that triggered the second urban revolution. Southern England, and, more generally, Great Britain were the epicenter of the industrial and urban revolutions. The “Big Bang” propagated from London in the Great Corridor toward the southeast, in the Asian Corridor toward the east, and in the American Corridor toward the east and west. In the Great Corridor, the wave stemming from London reached Tokyo after passing by the Netherlands, France, Germany, Switzerland, Italy, Iran, India, and China. In Africa and Asia, that wave took mainly the form of the British and French colonization. It especially opened up the interior of Sub-Saharan Africa to external influences, while, in Asia, it was first associated with a major economic regression.

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Vorheriges Kapitel The Discovery of America and the Return in Strength of the Occident

Nächstes Kapitel Understanding the Impact of Motorized Transportation

See Mantoux (1961).

In 1750, probably fewer than 20% of England’s population lived in towns; by 1900 fewer than 20% remained in the country.

Maddison (2001, p. 17).

For a review of the various explanations of the Industrial Revolution, see: Brasseul (1998).

See de Vries (1984, p. 44) and Bairoch (1990, p. 134, 142).

See Baechler (1995) and Findlay and O’Roorke (2003). See also: O’Roorke and Williamson (1999), as well as Bénichi (2003).

Hohenberg and Lees (1985, p. 151–154, 183).

Hohenberg (1990, 359).

Dublin’s location corresponds to a ford across the Liffey River. Dublin was founded in AD 841 by the Norse Vikings.

According to de Vries (op. cit.), in 1750, Paris had 576,000, and London, 675,000.

Maddison, op. cit., 90.

Tellier (1987).

Bairoch (1988).

Ibid., 289–292.

Manchester-Mancumium was founded by the Romans as a fort in the first century AD.

Pollard (1981).

Londinium-London then sat at the lowest possible bridging point of the Thames. See Morris (1982).

The treaty of 878 recognized the Danelaw as the Danes’ part of England. The five most important Danish boroughs were Darby, Lincoln, Leicester, Stamford, and Nottingham, which constituted a well-organized confederacy. The reconquest of the Danelaw by the Anglo-Saxons was completed by Edward the Elder, king of England, between 899 and 924.

In about 1375 Edward III settled a colony of Flemish weavers in Manchester, initially working with wool and linen, and turning to specialize in cotton from the mid-seventeenth century.

Hohenberg and Lees, op. cit., 272.

Birmingham and Manchester were incorporated as cities just in 1838, remaining in effect villages, in local government terms, during the early phases of the Industrial Revolution. Their unincorporated status enabled new mass-production technology to be readily accepted, with comparatively free influx of non-guild certified craft labor. Moreover, they were free from the religious restrictions imposed by the Clarendon Code against non-conformists.

Hohenberg and Lees, op. cit., 193.

Edinburgh is one of the oldest known British settlements dating back to some 500 years BC. Its history begins with a Bronze Age fortress. In AD 1018, Malcolm II chose Edinburgh as the new Scottish capital.

Hadrian’s Wall was built from AD 128 across northern England from the River Tyne to the Solway Firth. The Antonine Wall was built in AD 142 between the Clyde River and the Firth of Forth.

Hohenberg and Lees, op. cit., 189–191.

de Vries (op. cit., 149–150) underlines that, generally, the European urban system was little modified by the second Industrial Revolution (the one dominated by motorized transportation).

Ibid., 29–30.

Maddison, op. cit., 243.

Diamond (1997, pp. 186–187, 399–400).

Ibid., 101.

Mollat du Jourdin and Desanges (1988, p. 109).

Lugan (1997).

Maddison, op. cit., 243.

Lugan (2001, p. 97).

The Kenyan Rift Valley is part of the Afro-Arabian rift system that goes from the lower Zambezi River (in Mozambique) to the Jordan Valley (in Israel).

Bairoch, op. cit., 397.

Ibid., 511–512.

Mukerjee (1967).

Knox and Agnew (1994, pp. 282–283).

Maddison (1998, p. 41).

Greenberg (1961, p. 221).

Maddison, Chinese Economic Performance, op. cit., 41.

Eckstein et al. (1968, pp. 60–61).

Johnson (1993, p. 180) and Perkins (1969, p. 293).

Baechler, J. (1995). Le capitalisme. Paris: Éditions Gallimard.

Bairoch, P. (1988). Cities and economic development, from the dawn of history to the present (p. 292). Chicago: The University of Chicago Press.

Bairoch, P. (1990). The impact of crop yields, agricultural productivity, and transport costs between 1800 and 1910. In A. M. van der Woude, A. Hayami, & J. de Vries (Eds.), Urbanization in history: A process of dynamic interactions (pp. 134–149). Oxford: Clarendon Press.

Bénichi, R. (2003). Histoire de la mondialisation. Paris: Vuibert.

Brasseul, J. (1998). Une revue des interprétations de la révolution industrielle. Région et Développement, 7, 1–74.

de Vries, J. (1984). European urbanization, 1500–1800. London and Cambridge, Mass.: Harvard University Press.

Diamond, J. (1997). Guns, germs, and steel: The fates of human societies (p. 480). New York and London: W. W. Norton.

Eckstein, A., Galenson, W., & Liu, T.-C. (Eds.). (1968). Economic trends in communist China. Chicago: Aldine.

Findlay, R., & O’Roorke, K. V. (2003). Commodity market integration: 1500–2000. In M. D. Bordo, Alan M. Taylor, & J. G. Williamson (Eds.), Globalization in historical perspectives (pp. 13–64). Chicago: The University of Chicago Press.CrossRef

Greenberg, M. (1961). British trade and the opening of China, 1800–1842. New York: Monthly Review Press.

Hohenberg, P. M. (1990). The city: Agent or product of urbanization. In A. M. van der Woude, Akira Hayami, & Jan de Vries (Eds.), Urbanization in history: A process of dynamic interactions (pp. 357–370). Oxford: Clarendon Press.

Hohenberg, P. M., & Lees, L. H. (1985). The making of Urban Europe, 1000–1950 (p. 398). Cambridge (Mass.) and London: Harvard University Press.

Johnson, L. C. (1993). Cities of Jiangnan in Late Imperial China. Albany: State University of New York Press.

Knox, P., & Agnew, J. (1994). The geography of the world economy (2nd ed., p. 436). London: Edward Arnold.

Lugan, B. (1997). Histoire du Rwanda, de la Préhistoire à nos jours (p. 606). Paris: Éditions Bartillat.

Lugan, B. (2001). Atlas historique de l’Afrique des origines à nos jours (p. 270). Paris: Éditions du Rocher.

Maddison, A. (1998). Chinese economic performance in the long run (p. 200). Paris: OECD.CrossRef

Maddison, A. (2001). The world economy: A millennial perspective (p. 383). Paris: OECD.CrossRef

Mantoux, P. (1961). The industrial revolution in the eighteenth century: An outline of the beginnings of the modern factory system in England. New York: The Macmillan Company.

Mollat du Jourdin, M., & Desanges, J. (1988). Les routes millénaires (p. 305). Paris: Nathan.

Morris, J. (1982). Londinium in the Roman Empire. London: Weidenfeld and Nicolson.

Mukerjee, R. (1967). The economic history of India, 1600–1800. Allahabad: Kitab Mahal.

O’Roorke, K. V., & Williamson, J. G. (1999). Globalization and history. The evolution of a nineteenth century Atlantic economy. Cambridge, MA: The M.I.T. Press.CrossRef

Perkins, D. H. (1969). Agricultural Development in China, 1368–1968. Chicago: Aldine.

Pollard, S. (1981). Peaceful conquest. The industrialization of Europe 1760–1970. Oxford: Oxford University Press.

Tellier, L.-N. (1987). Face aux Colbert: les Le Tellier, Vauban, Turgot et l’avènement du libéralisme (816 pages). Quebec: Presses de l’Université du Québec.

Titel: The Advent of Motorized Transportation and the Second Urban Revolution
verfasst von: Prof. Dr. Luc-Normand Tellier
Verlag: Springer International Publishing
Buch: Urban World History
Print ISBN: 978-3-030-24841-3

Electronic ISBN: 978-3-030-24842-0

Copyright-Jahr: 2019
DOI: https://doi.org/10.1007/978-3-030-24842-0_10

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