,,yI ( " \ \ - * - \ I - - I c/& . ~ n i v a ~ ~ ; ' y Administrative Power, Internal Pacification 173 C 1 7 ~ - 2 2 4 ] unity of the nation-state. They include: the mechanization of transportation; the severance of communication from transpor- tation by the invention of electronic media; and the expansion of Administrative ower, P the 'documentary' activities of the state, involving an upsurge in the collection and collation of information devoted to administra- Internal Pacification tive purposes. However, the second and third of these have increasinglymerged in the twentieth century as electronic modes of the storage of information have become more and more L 933 sophisticated. Moreover, electricity becomes increasingly involved in the means of mechanicalpropulsion. Allthree are tied together in terms of the scheme of concepts that inform this book. Each represents a mode of biting into time and space, providing the The nation-state, let me repeat, i sociologist's 'society'. The means of radically increasing the scope of time-space distan- nonchalant use of the term the literature of sociology ciation beyond that availablein class-divided societies. belies the complexity of that bounded and The simplest, and most effective way of analysing the direct unitary whole that is its not in order to impact of innovations in transportation is via the notion of prohibit use of the to point to a onvergence.' Somewhere about the middle of the range of problems ntury, was initiated a series of innovations in modes the nation-state of transportation, paring down the time taken to make journeys from one point to another. In all traditional states there were of some kind, often of a fairly complex sort, as in Roman Empire. Small bands of individuals could move quite distanc_es,particularly if there were staging- horses could be obtained. The Vikings were ery fast - as well as-on occasion very long - yages,which compare favourably with anything achieved later, of mechanically powered vessels. However, the rlying such forms of (relatively) swift trans- ry often military, commercial long haulage being d usually confined to rivers or seas. Until the eighteenth s no different from anywhere else in these ere generally extremely poor, except for a few major cities and ports. In Britain, a 'turnpike t the middle of the eighteenth century, prior to Administrative Power 1: hroughout the Kingdom were extremely bad le, so that it was very difficult to convey either bulky or heavy articles. Wheel carriages ,and pack horses were the general means of Určeno pouze pro studijní účely Not until around the turn of t e nineteenth century was there a Pcohesively organized network f turnpikes, providing for reason- ably cheap commercial trans ortation, in which respect they were in any case undercut f r bulk transport by the rapidly developing canal system. The stage-coach system was the first modern rapid-transit form of t,iansportation operating regularly and over a nineteenth century were and poorly co-ordinated by the standards of systems. A timetable is one of the most devices, presuming and time in a manner quite unknown to prior types of society. Timetables are not just means1 of using temporal differences in order to identify and specifyrebularized events - the arrival and departure of coaches, trains, uses or planes. A time-table is a Btime-space ordering device, yhich is at the heart of modern organization^.^ All organizations, up to and including the world I system today, operate by means of time-tables, through which the sequencing of activities time-space is choreographed. Organizationshave always somesort of time-table - the invention of the calendar, was a characteristicfeature of traditional states. regularized time-space settings, organized via 'clock time', can time-tables assume a more precise form. The monastery may have been the earliest example of such a setting,"but the commodifiedtime inherent in capitalistproduction undoubtedly was its most decisivepropagator. Time-space convergence pro ides, then, a dramatic index of Ythe phenomenon of which it is by now barely possible to speak without relapsing into clichi: 1the shrinking world. But lying behind time-space convergence there is the more diffuse, but profoundly important, of the increasingly precise co-ordination of the uencing of social life. It is somewhat upon the mechanization of of the segmental 174 Administrative Power, Internal Administrative Power, Internal Pacification 175Pacification journeys per day for a small minority and a tiny proportion of manufactured goods. Mass transportation demands precisely timed and 'spaced' movement, which in turn presumes the capability of communicating 'ahead of time' what is planned. Only given these can an overall traffic system be reflexively monitored and thus comprehensively 'organized'. Thus, rather than the steam train, it is Bradshaw's directory, co-ordinated by telegraphic communication, that epitomizes modern transporta- tion. Contemporaries understandably enough were awed by the railway, 'a plexus of red, a veritable system of blood circulation, complicated, dividing, and reuniting, branching, splitting, exten- ding, throwing out feelers, offshoots, taproots, feeders.'=But the combination of the railway and the telegraph was what brought this complex into being, not the locomotive and its rails on their own. Most historians and sociologists perhaps do not recognize the extended process that was involved in the spread of mechanized modes of transportation, a process that did not culminate until the introduction of world standard time in 1884. At the Prime Meridian Conference held in Washington during that year, following a series of acerbic political debates, Greenwich was adopted as the zero meridian. The globe was partitioned into twenty-four time zones, each one hour apart, and an exact beginningof the universal day was fixed.6In some states, railways and other transport time-tables were quite quickly brought into line with these delimitations,but in others more chaotic practices prevailed. How far one or the other was the case depended substantially upon the pre-existingsystem. As late as 1870 in the USA there were some eightydifferentrailway times.7However,in 1883 representatives of the railroads met to establish a uniform time, referred to as 'the day of two noons', since in the eastern part of each region clocks were put back at m i d d a ~ . ~When the Washington Conference was held, France - whose delegates were the most bitter opponents of the choice of Greenwich as the zero meridian - still had four different regional times, none of which was readily convertible to Greenwich time. Paris time, nine minutes and twenty-oneseconds in front of Greenwich, was adopted as the time of the railways, and in 1891this was made the statutory time for the whole of France. Curiositiesremained. The trains were in fact scheduled to run five minutes behind their Určeno pouze pro studijní účely 176 Administrative Power, lnterjal Pacification 'official' times, so as to give opportunity to board in a leisured way. Nonetheless, French who initiated the International Conference in Paris in 1912;this was the congress that set up a of specifying accurate time signals and transmittingbhem around the world.' The separation of communication from transportation which the telegraph establishedis ad significantas any prior invention in I human history. It reduces tq a minimum what geographers call the 'friction of distance'. Separation in distance had always been not only separation in time, dut had been directly correlated with the expenditure More or less instantaneous communication either cost or effort, but it does break the of these with spatial segregation. Postal networks urse, a major supplement to the telegraph and its he telephone. Figures 2 and 3show San Francisco. the increasing time-space cdnvergence between New York and Figure 2 Postal time-space convergence between New vorl