Part One Hundred Thirty-Nine: Geography In Motion
Halford Mackinder, Karl Haushofer, and World Systems Theory:
During the 19th century, the predominant theory of geopolitics that developed was international realism. With proponents such as Arthur Schopenhauer and John Stuart Mill, they took a very Hobbesian approach to examining the global political sphere[1]. The main principle of international realism stated that each state acted independently, and in a lawless system of the world. This explained the many wars over the course of that century of time from the First Napoleonic War to the Great War. However, during the tail end of this period, the countries of the world became increasingly interconnected as trade crisscrossed the globe more and more. This led to the development of a new theory among many geostrategists of the time as the world became globalized.
The first and most pronounced theorist of this new geopolitical thought was the British-born academic Halford Mackinder. An Oxford geographer, Mackinder had closely studied the theories of John Stuart Mill. Mackinder's early work was mainly in consolidating the principles of physical geography and human geography into a single discipline, but his later work built upon his education in the natural sciences. From correspondence with botanist Arthur Tansley, Mackinder began to examine the function and processes of states as similar to an environmental system. The start of the Great War and the later foundation of the Weltkongress spurred Mackinder's studies, as he saw the globalized world break down in 1906 and reform itself with the institution of the Weltkongress six years later. Mackinder published a paper, "The World as a Connected System" in the Geographical Journal in 1913. In the paper, he proposed the importance of navigable river systems for the development of global powers. Mackinder's argument was that rivers provided both a basis for strong agricultural centers but also a vast transportation network that allowed trade and commerce to prosper. In this paper, Mackinder named the Mississippi River watershed as the key to the United States' rise as a great power and the Rhine-Elbe region as the key to the rise of Germany. "In specifics, the one key to the success of the United States is its bountiful farmland in the watershed of the Mississippi and the hills rich in coal and iron on the fringes of this system that propel the industry of that country." Mackinder also lent the terms that were later used in expansions on his theory: he listed these watersheds as the "heartland" of the two nations and their industrial and economic centers[2], while he called the surrounding areas of the two countries and their major trading partners the "periphery" of those nations.
While Halford Mackinder was the original theorist behind what became known as the world-system theory of geopolitics, it would not fully catch on among international relations scholars until the end of the decade. Karl Haushofer, who served as a German officer in the Great War, encountered Halford Mackinder and his ideas during the peace talks in Vienna in 1913 where Mackinder was part of the British delegation. Haushofer took Mackinder's theories to the University of Vienna later that year when he began teaching there, and struck up a collaboration with fellow professor Joseph Schumpeter. The two scholars observed the first years of the Weltkongress with interest, and during the following decade published several papers together. One of these, "The European Conflict Between the Heartland and the Periphery", framed many of the wars in the 19th century as a struggle for power between the "heartland" of Europe; France and Germany, and the "periphery"; Britain, Russia, Spain, and Italy, with the heartland ultimately victorious following the Great War. According to the two scholars, this victory was inevitable with the power from the Seine-Rhine-Elbe as the heart of Europe. Haushofer and Schumpeter also coined the term "world-system" while expanding upon Mackinder's ideas into a more general theory[3].
The crux of Haushofer and Schumpeter's work on world-systems theory rests upon the growth of commercial and institutional interconnection around the world in the early 20th century. Compared to previous decades, the early 20th century had a record amount of intercontinental trade. As Schumpeter once remarked, he could "drive in an automobile assembled in the Rhineland with tires made of rubber from Tanganjika to a cafe where I could drink Brazilian coffee made from Chinese porcelain." These ideas required looking at the world not as a collection of states as the earlier Westphalian model did, but as a network of economic and institutional spheres that did not necessarily coincide with political borders. The French, German, and British colonies and European satellites, and the budding American and Bolivian spheres in the New World certainly gave credence to that interpretation of the contemporary world. This theory now forms the basis of the "idealist" theory of international relations[4], a counter to the "realist" theory proposed by Schopenhauer and John Stuart Mill. The idealism of the theory stems from the idea that international institutions and commerce can lower incentives for countries to war out of their own self-interest. With Haushofer and Schumpeter both in Vienna, it is natural that the Weltkongress emerged as the symbol of idealist geopolitical thought as it aimed to solve disputes between nations through cooperation and dialogue rather than war.
A Confluence of Industry and Ideas:
As theories of the emergence of truly global powers arose, so too did theories around the emergence of unprecedented urbanisation. British economist Alfred Marshall was one of the original researchers into the idea of how great cities arise. While Marshall's work was mainly an attempt to bring more mathematical rigor into the study of economics, sections of his "Principles of Economics" were expanded upon to explain the rise of Manchester and Liverpool as one of the first industrial and manufacturing centers in the wake of the Industrial Revolution. Lancashire's textile manufacturing quickly became the ur-example of the Industrial Revolution's creation of cluttered, specialized factories and the wave of urbanisation in the 19th century[5].
By the dawn of the 20th century, this trend of urbanisation had not only gained steam in Great Britain and the rest of Europe, but had potentially quickened its pace even more across the Atlantic in the United States. While westward movement and settling of the Great Plains and Oregon country is mythologized in the formation of the United States, the great movement of people from farms to American cities cannot be discounted. This is especially true when one looks at the emergence of the Confluence megapolitan area. From the mid-19th century and early 20th century, the area along the Mississippi River and its tributaries from Chicago to Memphis that forms the backbone of the country experienced the greatest rate of population growth a region of the United States has ever seen in its history. Cities such as Chicago, Saint Louis, Indianapolis, Cairo, and Memphis exploded out of their humble beginnings along the riverfronts to sprawl outward and upward as factories, companies, and people drove economic growth.
In examining the formation of the Confluence urban area, two industries in particular stick out as these Marshallian industrial districts. The first is the meat packing industry, and the grain and shipping industries that tied in with it. As Americans settled the Great Plains, farming and ranching became heavily dominant in the states along the Mississippi and Missouri rivers. States including Illinois, Kearny, and Demoine quickly became agricultural powerhouses by the National War and continued afterward, producing extensive amounts of corn, wheat, and oats. Additionally, meat packing became a paramount industry in the Old Northwest and the Great Plains. Hogs in Illinois and Demoine and cattle in Kearny, Calhoun and Houston led American meat production through the turn of the 20th century. With this vast agricultural production boom, the need to efficiently process and transport the grain and meat arose. The Mississippi and Ohio rivers provided a preexisting infrastructure for transporting goods, and the invention of refrigeration allowed them to be transported over longer distances. With rivers and railroads intersecting around the region, cities along the rivers soon developed meat and grain processing facilities as they were natural break of bulk points.
With as expansive as the meat packing industry was throughout the Old Northwest and the states that border the Mississippi River, several cities could be said to have developed Marshallian districts for meat and livestock processing. Chicago and the Union Stockyards and Saint Louis were of course two of the biggest centers of livestock processing in the 19th century. However, Cairo, Illinois and outlying towns such as Thebes[6] and Paducah quickly rose to compete with both cities as a hub for meat packing. The growth of Cairo's meat packing industry was spurred after the National War by Timothy Blackstone[7]. Blackstone made his initial fortune as the chief engineer and president of the Chicago and Missouri Railroad, but left to become president of the Alton, Cairo, & Wabash Railroad in 1866 after the National War. The Alton, Cairo, & Wabash Railroad heavily developed infrastructure in southern Illinois as the region recovered from the National War. In particular, Blackstone's efforts connected the river towns of Alton, Cairo, and Shawneetown, drawing people to those cities. Blackstone further developed Cairo with the founding of the Future City Stockyards two miles north of downtown Cairo. The Future City Stockyards quickly grew with meat processing plants from other companies around it. Cairo sprawled north annexing Future City and Urbandale until Cairo stretched to the Cache River. Blackstone's railroad and stockyards also combined with the Vanderbilt Steamship Company in providing fast and cheaper transportation in the Confluence region on both land and water. By 1900, Cairo even rivaled Detroit in terms of cargo volume going through its port[8]. Additionally, Blackstone encouraged innovation in the industry, including the founding of Blackstone Agricultural University in Cairo. One of its first graduates was Alonzo Mather, who pioneered an innovation in livestock cars to provide feed and water for the animals during transit. This enabled livestock to be in transit further in a single interval, making transport of livestock to the slaughtering plants less expensive. Combined with the Future City Stockyards and surrounding plants adopting stricter safety and quality standards in the 1890s before the Roosevelt administration implemented national food quality standards, Cairo remained at the cutting edge of livestock processing into the 20th century.
A large portion of the surge in population and urbanisation of the Confluence region was driven by the exodus of African-Americans north during the turn of the 20th century. The city of Brooklyn, Illinois, a center of black settlement in the Old Northwest as early as the 1830s, grew exponentially as blacks moved north. Brooklyn and other areas on the outskirts of Saint Louis became attractive neighborhoods for the settlement of African-Americans. Cities such as Brooklyn, Dessioux, and East Saint Louis[9] became some of the largest black communities in the Saint Louis-Alton area by 1900. Cairo by 1900 was the largest majority black town in the United States. The black neighborhoods of Cairo were mostly located north of the Future City Stockyards and the Swift Company plant in Golden City where the Cache met the Ohio River. The banks of the Cache had been wetlands but the logging of cypress trees during the 19th century drained much of the swamp. However, the wetland area was still cheap and with the arrival of the meat packing industry the area of northern Cairo became a lower class but still relatively prosperous neighborhood. Many of the residents of Golden City and nearby Mound City were unskilled workers in the meat packing plants, but they still had it better than the poorer blacks in the rural South of the time. So, with the prosperity of the meat packing industry, cities such as Cairo and Saint Louis helped lift people of all colors and classes out of relative poverty and continued to grow into the 20th century.
The second Marshallian district of interest in the Confluence region is that of Indianapolis, Indiana and its rise as the premiere automobile city in the United States. While it does not lie in the Confluence metropolitan area by most strict definitions, being more connected with the parallel metropolitan region connecting the city northwest with Chicago, Indianapolis is still very much impacted by its proximity to the Confluence area[10]. Indianapolis long had a tradition in the production of moving vehicles, being home to many of the main carriage companies in the United States through the 19th century. This gave Indianapolis an edge in the formation of car companies as the entrepreneurs in Indy already had the knowledge to easily transfer from making carriages to making motorized cars. Additionally, Indianapolis sat at the center of many of the production centers of raw materials needed for auto manufacture. Copper and iron arrived from Marquette through the steelyards on the southern shores of Lake Michigan or from the southeast Missouri mines through Cape Girardeau. Rubber for tires sailed up the Mississippi from Africa and South America. Above all with early gas powered cars for tractors and long haul trips, the oil and natural gas fields of nearby Muncie gave Indiana a leading edge over other states.
With easy access to raw materials and its advantageous position at the crossroads of many transportation routes, Indianapolis quickly became a hub for automobile production. The presence of both gasoline and electric car manufacturers kept competition between companies fierce and led to many innovations in the first decades of the 20th century coming out of Indiana. One example of this is with the two major taxi companies in the United States. John Hertz founded the Yellow Cab Company in Chicago in 1910. However, soon after Hertz started expanding Yellow Cab to other major cities, Hertz moved to Indianapolis to establish Yellow Cab's national headquarters and a much larger manufacturing facility. Five years later, a competing national taxi company was started by Morris Markin, who had previously worked as an auto body engineer at Duesenberg. Markin's Marquis Cab Company built not just taxicabs but buses and streetcars, making advances in electric vehicle technology. In 1922 the Marquis Cab Company built its main assembly plant near its headquarters in Lafayette, Indiana, halfway between Chicago and Indianapolis, where the company assembled its cars for nearly forty years.
With the prominence of auto manufacturing in Indianapolis, it comes as no surprise that the first organized auto races occurred in Indianapolis. The Indianapolis Motor Speedway was constructed in 1911. While the concept for the speedway was much grander and was conceived by Carl Graham Fisher years earlier, financing became tight during the Great War so cutbacks and delays forced Fisher's vision to wait several years[11]. However, when the track finally opened, its first event, a series of motorcycle races held on July 15, 1911, attracted nearly 75,000 spectators. The first officially recognized race on the Indianapolis Motor Speedway was held several months later. In a coincidence, the race was to be held on September 30, 1911 - just three days after the Great War armistice was signed. The first race quickly became a celebration of the end of the Great War, and the Indy 500 became synonymous with Armistice Day for many in Indianapolis. Errett Lobban Cord, future president of Auburn Automobile, won the first Indianapolis 500 in 1911. The next year, Gil Andersen, a Norwegian-American working as an engineer at Stutz Motors, became the first non-American to win the Indianapolis 500. The early years of the Indy 500 were consistently used as a testing ground for car companies and attracted brilliant engineers to Indianapolis and its auto companies, helping to keep Indianapolis as a leading technological innovator in automobiles for the past century[12].
[1]
See this update for more details
[2] Mackinder possibly coined the term "heartland" in OTL as well. In OTL, however, it was part of his
Geographical Pivot of History. You can read
the full article here.
[3] This is essentially Immanuel Wallerstein's world-systems theory but it's developed a half century or so earlier.
[4] Idealism is better known in OTL as the liberal theory of international relations.
[5] The inspiration for this section is I'm reading a book on urbanization and the book I read before that discussed Boulder as a Marshallian district for knowledge. I realized that would be a good way to frame the urbanization of the Confluence region.

[6] Thebes, Illinois is slightly northwest of Cairo. Yes, there is actually a Thebes, a Cairo, and a Memphis in close proximity on the Mississippi River.
[7] In OTL Timothy Blackstone remained in Chicago, where he owned the Chicago and Alton Railroad from 1864 to 1899 and was one of the first presidents of the Union Stockyards.
[8] Sidenote and fun fact: In 1900, Detroit was the largest port in the United States, handling even more cargo than New York.
[9] Brooklyn, Illinois was one of the first black communities in the United States in OTL. Dessioux is in the area north of Saint Louis north of the Missouri, about where West Alton is.
[10] The Chicago-Indianapolis metropolitan area in TTL runs for the most part along the OTL I-65 corridor between the two cities.
[11] The Indianapolis Motor Speedway was constructed in 1909 in OTL, but because of the earlier Great War it's delayed a few years ITTL.
[12] One of the reasons for Detroit's eventual decline in OTL was the consolidation of the Detroit auto industry by so few companies made it so there was no real need to constant innovation and the Detroit automakers stagnated. Here, that may or may not happen, but it would be less likely and lead to a more robust car industry.