so unobtrusively that it was only slowly that the mass of mankind realized their significance. One was the Central Board, known also as the Sea and Air Control, consolidating the Transport Union, linking with it the other Controls and sections, and having its permanent offices at Basra; the other was the Police of the Air and Sea Ways, at first a modest organization with about 3,000 aeroplanes, a handful of seaplanes, a hundred patrol ships, and a personnel of about 25,000 men. It was a small body judged by the standards either of preceding or subsequent times, but at that period it was by far the most powerful armed force in the world.
6. The Growth of Resistance to the Sea and Air Ways Control
For nearly ten years the Air and Sea Control was able to grow and extend its methods and influence without any general conflict. The little breeze between the Russian political control and the technicians did not rise to a storm; instead it died away. Russia was learning wisdom at last and weakening in her resolve to subordinate the modern scientific type of man to his old-fashioned demagogic rival. She had suffered so severely by the miscalculations and convulsive direction of her party chiefs; she was still so ill equipped mechanically, and so poorly provided with aviators, that the old and now mentally weary dictatorship recoiled from a new struggle with these and their associated technical experts. It is to be noted that, in spite of the closest espionage, the creed of the Russian aviators, engineers, and men of science was already the Modern State and not the Dictatorship of the Proletariat, and that her political rulers were beginning to understand this.
So that the Air and Sea Control, sustained by a multitude of nuclei on De Windt’s pattern scattered throughout the world, very much as the Bolshevik political organization had been sustained by the Communist Party, came into existence and spread its ever-growing network about the planet without an immediate struggle. Its revolutionary nature was understood by few people other than its promoters. It grew rapidly. As the Esthonian proverb says: “One must be born before one’s troubles begin.”
The recovery of human prosperity in that decade between 1965 and 1975 was very rapid. It went on side by side with the expansion of the Transport system. By 1970 the Transport Control, the chief of the subsidiaries of the general Air and Sea Control, was running world-wide services that had as many as 25,000 aeroplanes aloft at the same time; it had possessed itself of shipyards on the Tyne, in Belfast, Hamburg, and a number of other points, and was building steel cargo ships by the score; it was creating a new system of high roads for which a number of the old main railway tracks were taken over, and it was running water-power stations, substituting our present chemical treatment of carboniferous strata for the terrible hand coal-mining of the older economy, and it was working oil. It had developed a subsidiary body, the Supply Control, which was rapidly becoming a vaster organization than its parent. This was engaged in producing iron and steel, producing or purchasing rubber, metals, cotton, wool and vegetable substances, and restoring the mass production of clothing of all sorts, electrical material, mechanisms, and a vast variety of chemicals of which the output had been dormant in some instances for twenty years or more.
Never very clearly cut off from the Supply Control was the Food Control, which began ostensibly with the victualling of the Transport Services, and was soon carrying on a vast barter in food materials, its own surplus supplies and commodities generally throughout the world. In all its ramifications these three bodies were in 1970 employing about two million people, to whom wages were paid in the new modern dollars, energy dollars, good for units in Transport, housing, and for all the priced commodities handled by the Controls.
The property of all these Controls was vested in the Modern State Society, which consisted at this time of about a quarter of a million Fellows, who had to be qualified up to a certain level of technical efficiency, who submitted to the Society disciplines during their years of active participation, and received wages varying by about 200 per cent above or below a mean standard, according to their standing. About a quarter of the other employees were student apprentices aspiring to fellowship, and of these the proportion was increasing. The Society had already developed the organization it was to retain for a century. The Fellows were divided into faculties for technical purposes; they voted by localized groups upon local issues and they had a general vote for the faculty delegations to the central council of the Society, which had its first seat at Basra contiguous to the central offices of the Three Controls. The relation of the Society to the Controls was not unlike the relation of the Communist Party to the Moscow Government in the early days of the Soviet system; it was a collateral activity of much the same people.
It was the Society itself which at first directed the educational activities of the Modern State Movement. Wherever it had either its own “nuclei” or found employees of the Controls, it provided an elementary education of the new pattern, which involved a very clear understanding of the history and aims of the Modern State idea, and wherever it had works and factories and a sufficient supply of students, it founded and equipped science schools and technical schools, which included psychology, medicine, group psychology and administration. Gradually a special section of Training and Education was developed under the Air and Sea Control, and this grew into a separate Educational Control. But it never became as distinct from, and collateral to, the Modern State Fellowship as the rest of the Control organizations. One may figure the whole of this world system as a vast business octopus, with the Air and Sea Control as its head and the other Controls as its tentacles. The account-keeping of this octopus centred at Basra, but a rapid development of subsidiary record and statistical bureaus also occurred. Side by side grew the intelligence and research services. By 1970, the world meteorological service was far in advance of anything that had ever existed before.
But already this restoration of communications and circulation was producing effects far beyond the Fellowship and the power of employment of the associated Controls. The ebb in the vitality of human life had already passed its maximum and now began a restoration of activity everywhere, a fresh movement in the decaying towns, a new liveliness upon the countryside, a general reawakening of initiative, that were to confront the direction of this fast growing nexus of the Modern State, with challenges, difficulties, and menaces, that grew rapidly to tremendous proportions.
It had been comparatively easy to spread throughout a prostrate and bankrupt world the new system of air and sea communications and trading that had been evolved. That world was too exhausted by war, famine, and pestilence and too impoverished to support extensive and aggressive political organizations. It was altogether another problem, even with the spreading “nuclei”, the new schools and propaganda, to control and assimilate the populations that now, no longer living in want and insecurity, were beginning to feel a fresh strength and a renewed vigour of desire.
Let us review the world situation about 1975. The Transport Control had usurped a monopoly of air and sea transport and was also monopolizing the use of its own new great roads. This gave it a practical ownership of the trade in staple products throughout the world. It was turning all the surplus products of its activities back, when its salaries had been paid, into strengthening its grip upon the general economy of mankind. By 1975 the Modern State Society counted just over a million Fellows, and in addition it was employing and training two million candidates, it was simply employing another three million and it had between seven and eight million youngsters in its new schools. They were all, we may note, not only given a sound training in physical science and biology, but were learning world history and so acquiring a world outlook in the place of the more limited views that had hitherto framed the ordinary political imagination, and they were being taught Basic English as a lingua franca. In ten wonderful years the Transport Control had grown far beyond the scale of any of the great Trusts or Controls of the opening years of the century. It had created a world currency. But it was still far from “owning the earth”. Its own produce did not exceed an eighth of all the outside stuff that it bought and sold. Its own production was mainly fuel, metals and mechanisms. Food it bought, timber, vegetable oils, crude rubber,
