The Lost World Classics - Ultimate Collection. Жюль Верн

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СКАЧАТЬ tasks arising out of that. Nothing could give the student a more vivid sense of the derelict state of the world at that time than the boldness with which this Control took possession of things and pushed its activities into new fields. It was decided, for instance, that all existing aerodromes and landmarks, lights and lighting fields, should be directly under its management. There was no question of purchase; it took them over. Every aeroplane in the world was to be registered, was to carry a distinctive number, respect the common tariff of charges and pay a registration fee to the Control. Airships and aeroplanes which did not do this were to be treated as pirates, denied the use of aerodromes and filling stations, and “driven out of the air”. They were to be driven out of the air if necessary by an “air police” which the Control was to organize. Aerodromes or regions that harboured such recalcitrants were to be boycotted.

      These proposals were not accepted without discussion. But there was very little protest against what was certainly, from the older point of view, an illegal usurpation of authority. The political members of the Russian contingent offered the chief resistance, and what other opposition appeared was not from aviators, engineers, chemists, biologists or men of that type, but from sociologists and economists of the less advanced schools. The main objection took the form of a question: “But what will governments say to this?” So far as the Westerners and Chinese were concerned there was a disposition to disregard the possibility of political intervention. “Wait till it comes,” they said cheerfully. But Soviet Russia and Soviet Japan were at that time much more rankly political than the rest of the world, and they at least had politicians as well as men of skill and science present at this gathering. A long speech was made by the commissar Vladimir Peshkoff, full of the menace of later trouble. He denounced the projected Control as an insidious attempt to restore a capitalist trust in the world. Its psychology would be bourgeois and capitalist. Moscow would never consent to the passage of controlled machines over the vast territories under Soviet control nor allow the exploitation of the resources of Russia in oil and minerals by any outside organization.

      “And how will Moscow prevent it?” asked Ivan Englehart, a Russian aviator and aeroplane builder, rising as Peshkoff sat down. “Is it a nationalism of this sort that the Third International is to end?”

      By way of reply Peshkoff leant towards him and spat out in Russian, “Wait until you return to Moscow.”

      “I may have to wait a little time,” said Englehart. “I am a citizen of the world, and I shall go back to Russia in my own time and in my own fashion.”

      “This is treason. Wait until Moscow hears of this!”

      “And how and when will Moscow hear of this?”

      “Very soon.”

      Englehart was standing a few yards from Peshkoff. He shook his head with a sceptical smile. He spoke gently, like a man who had long prepared himself for such an occasion.

      “You flew here, Tavarish Peshkoff, in my squadron. How do you propose to return?”

      Peshkoff rose to his feet, realized the blank want of sympathy in the gathering, spluttered and sat down again in unconcealed dismay.

      Englehart waited for a moment or so and then went on, choosing his words with quiet deliberation, to assure the meeting of the adhesion of the Russian technicians to the projected Control. “That phantom Proletarian of yours fades with all the other empires and kingdoms,” he said to the political delegates his colleagues. “We are only giving shape to a new world order that is already born.”

      His speech set the key for most of the subsequent debate.

      That establishment of the Control was the backbone discussion, but it was no more than the backbone of a plan that covered the whole future organization of society; upon it was articulated a whole framework of structural proposals. The central section dealt not only with the air network but with the organization of every type of communication. The lighthouses, lightships, sea marks, channels and harbours of the world were suffering from a decade of economy, a decade of wartime destruction and a decade of chaos and decay. The meteorological services were no longer operative. All this had to be restored. The definite abandonment of every type of railroad was accepted as a matter of course. Railways were buried at Basra forever. And the restoration and reconstruction of production in a hundred essential industries followed also as a necessary consequence of these primary resolutions.

      The more the reader scrutinizes the agenda, the more is he impressed by the mildness of the official title of the gathering: “A Conference on Scientific and Mercantile Communications and Associated Questions”. It is clear that the conveners resolved to press on with their task of world reorganization as far as they possibly could, without rousing the enfeebled and moribund political organizations of the past to obstruction and interference. The language throughout is that of understatement; the shape of the projects is fearlessly bold. A committee of experts had prepared a very good general survey of the natural resources of the planet, including those of the already suspicious Russia, and the conference set itself unhesitatingly to work out the problems of a resumption of production generally, with an entire disregard of the various proprietary claims that might arise to challenge the realization of these schemes. There was no provocative discussion of these claims; they were ignored. The Sea and Air Ways Control evidently meant to take effective possession not only of all derelict ports, aerodromes, coal-mines, oil wells, power stations and mines, but to bring those in which a certain vitality still lingered into line with its schemes by hook or by crook, by persuasion or pressure. Its confidence in its solidarity with the skilled men working these latter establishments was absolute. Such a solidarity would have been inconceivable thirty years before. Financial adventure had been washed out of the minds of the new generation of technicians altogether. They simply wanted to “get things going again”. Ideas of personal enrichment were swamped in their universal conviction that their class must now either work together and master the world, or leave it.

      So with a modest air of logical necessity, of being driven rather than driving, the Conference spread its planning far beyond the material and mechanism of world intercommunication.

      What is this reconstructed transport to carry? How is it to be fed — and paid for? About the air-ports everywhere were tracts and regions sinking back to that primordial peasant cultivation which had been the basis of all the barbaric civilizations of the past. The question of the expropriation of the peasant and the modernization of agricultural production was taken up at Basra at the point where Lenin and Stalin had laid it down, defeated. The Conference was lucidly aware that upon the same planet at the same time you cannot have both an aviator and a starveling breeding peasantry, toiling endlessly and forever in debt. One or other has to go, and the fundamental objective of the Conference was to make the world safe for the former. The disappearance of the latter followed, not as a sought-after end but as a necessary consequence. And the disappearance of as much of the institutions of the past as were interwoven with it.

      In the ideas of their relations to each other and to the world as a whole, these Basra technicians were all what the nineteenth century would have called socialistic. They were so fundamentally socialistic that they did not even raise the question of socialism. It is doubtful if the word was ever used before. They took it for granted that this Control that was growing like a limitless polyp in their minds would be the effectual owner and exploiter of all the aeroplanes, routes, industrial townships, factories, mines, cultivations that were falling into place in their Plan. It would have seemed as unnatural to them that a new Ford or a new Rockefeller should arise to own a factory or a mine personally, as that anyone should try to steal the ocean or the air. There it was for the common good, and just as much was industrial plant for the common good.

      All these men it must be remembered, almost without exception, were men of the salaried type of mind. They had been born and brought up in a tradition in which money was a secondary matter. From the beginning СКАЧАТЬ