That was certainly a big part of it. Jet engines, although revolutionary, were developed only about 40 years after heavier-than-air flight began. It's hard to group all jet engines into a single category and discuss trends of the entire group. One grouping you could make is the distinction between turbojets (and very low bypass turbofans) and medium/high bypass turbofan engines. With turbojet engines (like the original designs starting from the 1940s), you had the ability to produce a lot of thrust at the expense of fuel consumption. These are the types of engines that you had in military jets and supersonic planes like the Concorde.

However, for modern airliners, fuel consumption is important. So a second class of jet engines was used that send a small portion of the air through the "core" of the engine, where it is burned and power is extracted, and the majority of the air is accelerated through the fan without being combusted. This is much more efficient (and much quieter, since most of the noise you hear is from the interaction of the high speed air coming out of the engine with the surroundings). The open-rotor concept described in this article is just a natural extension of the high-bypass engine. You get a much more efficient engine when you can increase the ratio between the amount of air that you accelerate through the fan compared to how much you send through the core and burn (this is called the bypass ratio). Since the weight and drag penalty increase exponentially as you increase the size of your engine, removing the duct around the fan becomes necessary once you get to very large bypass ratios.