already worn out. We see, in consequence, that the chief reasons for the collapse of transport preceded November, 1917. But even those reasons which are directly or indirectly bound up with the November Revolution fall under the heading of political consequences of the revolution; and in no circumstances do they affect Socialist economic methods.
The influence of political disturbances in the economic sphere was not limited only to questions of transport and fuel. If world industry, during the last decade, was more and more becoming a single organism, the more directly does this apply to national industry. On the other hand, the war and the revolution were mechanically breaking up and tearing asunder Russian industry in every direction. The industrial ruin of Poland, the Baltic fringe, and later of Petrograd, began under Tsarism and continued under Kerensky, embracing ever new and newer regions. Endless evacuations simultaneous with the destruction of industry, of necessity meant the destruction of transport also. During the civil war, with its changing fronts, evacuations assumed a more feverish and consequently a still more destructive character. Each side temporarily or permanently evacuated this or that industrial Centre, and took all possible steps to ensure that the most important industrial enterprises could not be utilized by the enemy: all valuable machines were carried off, or at any rate their most delicate parts, together with the technical and best workers. The evacuation was followed by a re-evacuation, which not infrequently completed the destruction both of the property transferred and of the railways. Some most important industrial areas – especially in the Ukraine and in the Urals – changed hands several times.
To this it must be added that, at the time when the destruction of technical equipment was being accomplished on an unprecedented scale, the supply of machines from abroad, which hitherto played a decisive part in our industry, had completely ceased.