Railroads, The Box, and Scale
Rostow's book is an attempt to argue that Marx's principles were wrong. Rather than all social, economic, and political order following from the economic order, Rostow argues that there is a dialogue among those institutions. He identifies stages of growth from a traditional society through take-off into maturity and high consumption. It is in the preconditions for take-off and take-off phases that we are interested because there he claims that railroads are important.
First, Rostow claims that society's attitudes about (1) fundamental and applied science, (1) initiation of change in production methods, (3) risk taking, and (4) conditions and methods of work must all change. Then he notes two problems: you need an increase in the productivity of agriculture and extraction, and you need "social overhead capital". The productivity in agriculture and mining are necessary for 3 reasons: (1) you need to feed everyone that moves to the city, (2) you need to drive demand for goods (both consumer and equipment), and (3) you need to provide surplus capital to be saved/invested. Rostow claims that the social overhead capital has three characteristics (yes, he likes to have concise lists of everything, an unfortunate trait that I share and sometimes wish I didn't): (1) they have a long payoff period, (2) they have to be delivered in complete packages (i.e. a railroad from Chicago to San Francisco is no good only half complete), and (3) the returns to the community through "indirect chains" are greater than the returns to the entrepreneurs. About this, he concludes,
"Taken together, these three characteristics of social overhead capital -- the long periods of gestation and pay-off, the lumpiness, and the indirect routes of pay-off -- decree that governments must generally play an extremely important role in the process of building social overhead capital; which means governments must generally play an extremely important role in the precondition period." (p. 25)In support of this, he cites the period 1815-1840 which saw the support of the Erie Canal by the State of NY and "great American continental railway networks [which] were built with enormous federal subsidies in the form of land grants."
Later, when discussing the actual take-off period, Rostow returns to the emphasis on the railroad.
"The introduction of the railroad has been historically the most powerful single initiator of take-offs. It was decisive in the United States, Francee, Germany, Canada, and Russia; it has played an extremely important part in the Swedish, Japanese, and other cases." (p. 55)As usual, he finds three kinds of impact: (1) by lowering transport costs. railroads (performed the Smithian function of widening the market" (p/55), (2) railroads were a prerequisite to the development of the export sector (which is necessary to provide further expansion capital), and (3) railroads required the development of secondary sectors of coal, iron, and engineering.
I have (you guessed it) two comments on this. First, Rostow is looking back at the process and deriving ought from is (was). That is, he looks at the American and other national movements toward industrialization and "maturity" and sees the railroads, notes the importance of railroads and the government aid to them, and determines that this was necessary then and will be for any other country to achieve that same results. Note that he does not say, "governments played an important part", but rather he says, "governments must play an important part." Rostow does not acknowledge the fact that prior to railroads many turnpikes were privately operated and owned, nor does he account for Hill's Great Northern which received no federal subsidies. In fact, the first two of the three characteristics of social overhead capital are false: short haul railroads were very useful, it was the federally subsidized transcontinentals that were the problem. As Hill noted, the Union Pacific was an apple tree without branches, built that way because that was what Uncle Sam was buying (mostly because the North wanted California on their side). All of the other railroads were built in small bits to serve farmers and miners along the way, only being put together later. The third characteristic, that they paid the entrepreneurs off indirectly, is simply bizarre. Last I understood it, Vanderbilt and Hill were very wealthy men.
Second, Rostow is engaged in circular reasoning. Is he really saying that in order to bring about a capital-intensive social, political, and economic arrangement, we must have capital intensity arranged by a state designed to marshal capital? It begs the question,- why do we want such a society? That he is suggesting that requires no guessing. He specifically says that he wants workers moving to the city, which requires advances in agriculture in mining. Those advances are capital-thirsty in nature. And once you have the population in urban areas, it requires capital investments (wagons, rails, warehouses, stores) to get the food to them. And what are the workers going to do in those cities, by the way? Operate machinery. So yes, it does require capital in order to create a capital-intensive society, by but he never directly confronts why we would want to do that in the first place; at best, he makes the point that real incomes rose during the take-off and subsequently. But even if we want a capital-intensive society, why must the state be involved? He only seems to be saying it should because it did.
In the next post, I'll comment on The Box and its relevance to this argument.
Labels: book, history, railroads, state-capitalism




