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Fifty Things You Need to Know About World History. Hugh Williams
Читать онлайн.Название Fifty Things You Need to Know About World History
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isbn 9780007411115
Автор произведения Hugh Williams
Издательство HarperCollins
He captured Jakarta from the British, which the Seventeen renamed ‘Batavia’. He subdued the Islands of Banda with great savagery – although he proposed the use of ‘justice backed up by force’, force tended to be the main method of achieving his aims – and established a thriving capitalist economy. This was to be the pattern of European colonial expansion for many years to come. Native peoples were coerced into conforming to the economic rules of their new masters. Coen called for higher quality settlers to emigrate to the East Indies rather than the ‘scum’ who normally travelled in Dutch ships. He encouraged Chinese workers to come and help the work of empire-building, and used slaves to swell their numbers. For all this he was rewarded with 23,000 guilders (a considerable amount, given that the daily wage for a skilled worker was about 1 guilder); each of his achievements was carefully itemised, valued and rewarded by the meticulous merchants for whom he worked. He died of dysentery in Batavia during his second tour of duty in 1629.
Native peoples were coerced into conforming to the economic rules of their new masters.
The Dutch East India Company provided much of the wealth of the Netherlands throughout the seventeenth century. At its height it had a presence in Persia, Bengal, Taiwan, Malaysia and Sri Lanka. It also expanded beyond Asia into South Africa when, in 1652, it sent a detachment of men to establish a base on the Cape. Its intention was to protect the passage of ships on their way east, rather than to colonise the area, but full settlement inevitably followed from this first expedition. By this time there were 1,700 Dutch ships involved in international trade, more than England and France combined. The accession of William of Orange to the English throne in 1688 began the long process of decline as, bit by bit, power and influence transferred from the Netherlands to Britain, and the Dutch became the junior partners in the alliance. The British East India Company became a serious competitor to the Dutch Company, as did the French Compagnie des Indes founded in 1664. The French were late entrants into the scramble for the riches of the Orient, but highly successful once they recognised the opportunity. Between 1780–84, the Anglo-Dutch alliance was over and the two countries went to war. The result was a disaster for the Netherlands which finally lost its monopoly over East Indies trade.
There is one other sad footnote to the history of the Dutch East India Company. The man who had been its chief architect, Johan van Oldenbarneveldt, became a victim of his country’s religious struggles. The majority of the Dutch people were Calvinist, believing in John Calvin’s stern form of Protestantism. This taught that God elected those he wanted to serve with him in heaven: man’s fate was predestined. By following God’s law he might hope to be elected, but there was no guarantee of this. We know from our own time how this sense of being entirely in God’s hands adds strength to a political cause: in seventeenth-century Europe it helped fuel the Dutch revolt against their Spanish masters. Oldenbarneveldt and his followers came to believe in a more moderate approach than that which Calvin decreed, arguing for a greater degree of religious liberty. This brought them into conflict with powerful elements in Dutch society, and when Oldenbarneveldt decided to raise a militia to help protect the peace in his home province of Holland, his enemies pounced. He was already unpopular for supporting a truce with Spain and the Dutch Stadtholder, William the Silent’s son, Prince Maurits, ordered his arrest. In a trial that was a mockery of justice he was found guilty, sentenced to death and executed at the age of seventy-one in 1619. ‘Is this the wages,’ he asked, ‘of the thirty-three years’ service I have given to the country?’
Today we can still look at him in the portrait by Michiel van Miereveld who, like his great contemporaries Rembrandt and Frans Hals, painted the men and women who led the Netherlands in its golden age. He looks towards us, serious, intelligent and sombrely dressed, a white ruff the only splash of brightness in a picture of unbending resolution. He showed his countrymen how the wealth of the world could be theirs for the taking. It was a lesson they learned with enthusiasm.
The Invention of the Flying Shuttle 1733
In 1733 John Kay patented an invention called the Flying Shuttle. It transformed the cloth-weaving industry, the first of a train of events that came to be known as the Industrial Revolution.
In the early 1840s a young German called Friedrich Engels was despatched to Manchester to work in a family business. His father hoped that the experience would relieve him of his radical tendencies, but it had the opposite effect. In 1845, Engels published a book, The Condition of the Working Class in England, which has survived ever since as one of the great classic texts of socialist theory. In it he argued that the Industrial Revolution had transformed the lives of the English working classes. The workers’ pre-industrial condition, he wrote, was ‘not worthy of human beings’: labourers could barely read or write and existed in a state of docile obedience to the so-called superior classes. ‘Intellectually,’ he said, ‘they were dead; lived only for their petty, private interest; for their looms and gardens; and knew nothing of the mighty movement, which beyond their horizon, was sweeping through mankind.’ They were woken from their submissive torpor, Engels argued, by the invention by James Hargreaves of the Spinning Jenny in 1764; this was the year that Engels took as the moment the Industrial Revolution began. Though it is true that large-scale industrialisation in Britain did not begin until the last quarter of the eighteenth century, the process really started much earlier – in 1733, when John Kay invented the Flying Shuttle.
Britain led the way in the Industrial Revolution and its history is essentially the history of Britain from the last years of the eighteenth century to the middle of the nineteenth. It was a revolution because it transformed everything. It changed people’s lives – where they lived, how they worked and how they were organised. It changed the status of the nation, catapulting Britain into a great power that dominated world trade. Most importantly, it changed attitudes, ultimately creating a working class that demanded proper involvement in the affairs of the state in return for its role as an essential engine of prosperity. Britain today is a country that, aside from London, is built around its great industrial cities – Manchester, Birmingham, Leeds, Newcastle, Belfast and Glasgow. At the beginning of the eighteenth century this structure was very different. The main provincial centres were York, Exeter, Bristol (because of its importance as a port), Norwich and Newcastle. When the Industrial Revolution got under way, most of these places, all ancient cathedral cities and big market towns with a long history of being at the centre of their communities, began to lose their influence as factories and the jobs that went with them grew up elsewhere. Many new towns grew tenfold during the course of the eighteenth century. Manchester had a population of 10,000 in 1701 which grew to 84,000 by 1801; Liverpool increased from 6,000 to 78,000 in the same period; and Birmingham from 7,000 to 74,000. By the middle of the nineteenth century the population growth had accelerated even more: Liverpool’s stood at 443,000, Manchester at 338,000 and Birmingham at 296,000. York had only 40,000 people, Exeter and Norwich less than that. Between 1750 and 1850 the axis of regional life in Britain swung and settled in a completely new position.
This great cycle of change was unique in Europe. In other countries, particularly France, the German states and Belgium, industrialisation followed the British lead and there was expansion and rapid growth. But it did not have the same effect of disrupting the influence of those countries’ traditional urban centres. In Britain this experience was intensified by the realisation that steam power could be used for transport as well as manufacturing and the age of the railways began. From the 1840s new railway companies sprouted up all over the place. Like the emergence of the internet in our own time, the railway network became the epitome of achievement, a vital ingredient in a modern, aspiring society. The big difference was that railways, like the pulsating new towns they connected, required civil engineering on an enormous