A Doctor of Philosophy Thesis in History by ROBERT FITZGERALD
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A Farewell to Alms
A Farewell to Alms: A Brief Economic History of the World Draft, 1 October 2006 Forthcoming, Princeton University Press, 2007 He is a benefactor of mankind who contracts the great rules of life into short sentences, that may be easily impressed on the memory, and so recur habitually to the mind --Samuel Johnson Gregory Clark University of California Davis, CA 95616 ([email protected]) 1. Introduction…………………………………….. 1-13 The Malthusian Trap: Economic Life to 1800 2. The Logic of the Malthusian Economy…………. 15-39 3. Material Living Standards……………………….. 40-76 4. Fertility………………………………………….. 78-99 5. Mortality………………………………………… 100-131 6. Malthus and Darwin: Survival of the Richest……. 132-152 7. Technological Advance…………………………..153-179 8. Preference Changes………………………………180-207 The Industrial Revolution 9. Modern Growth: the Wealth of Nations………… 208-227 10. The Problem of the Industrial Revolution……….. 228-256 11. The Industrial Revolution in Britain, 1760-1860…. 257-293 12 Social Consequences of the Industrial Revolution.. 294-330 The Great Divergence 13. The Great Divergence: World Growth since 1800.. 331-364 14. The Proximate Sources of Divergence…………... 365-394 15. Why Isn’t the Whole World Developed?.................. 395-420 16. Conclusion: Strange New World………………… 421-422 Technical Appendix……………………………... 423-427 References……………………………………….. 428-451 ii 1 Introduction The basic outline of world economic history is surprisingly simple. Indeed it can be summarized in one diagram: figure 1.1. Before 1800 income per person – the food, clothing, heat, light, housing, and furnishings available per head - varied across socie- ties and epochs. But there was no upward trend. A simple but powerful mechanism explained in this book, the Malthusian Trap, kept incomes within a range narrow by modern standards. -
Report on the Affairs of Phoenix Venture Holdings Limited, Mg Rover Group Limited and 33 Other Companies Volume I
REPORT ON THE AFFAIRS OF PHOENIX VENTURE HOLDINGS LIMITED, MG ROVER GROUP LIMITED AND 33 OTHER COMPANIES VOLUME I Gervase MacGregor FCA Guy Newey QC (Inspectors appointed by the Secretary of State for Trade and Industry under section 432(2) of the Companies Act 1985) Report on the affairs of Phoenix Venture Holdings Limited, MG Rover Group Limited and 33 other companies by Gervase MacGregor FCA and Guy Newey QC (Inspectors appointed by the Secretary of State for Trade and Industry under section 432(2) of the Companies Act 1985) Volume I Published by TSO (The Stationery Office) and available from: Online www.tsoshop.co.uk Mail, Telephone, Fax & E-mail TSO PO Box 29, Norwich, NR3 1GN Telephone orders/General enquiries: 0870 600 5522 Fax orders: 0870 600 5533 E-mail: [email protected] Textphone 0870 240 3701 TSO@Blackwell and other Accredited Agents Customers can also order publications from: TSO Ireland 16 Arthur Street, Belfast BT1 4GD Tel 028 9023 8451 Fax 028 9023 5401 Published with the permission of the Department for Business Innovation and Skills on behalf of the Controller of Her Majesty’s Stationery Office. © Crown Copyright 2009 All rights reserved. Copyright in the typographical arrangement and design is vested in the Crown. Applications for reproduction should be made in writing to the Office of Public Sector Information, Information Policy Team, Kew, Richmond, Surrey, TW9 4DU. First published 2009 ISBN 9780 115155239 Printed in the United Kingdom by the Stationery Office N6187351 C3 07/09 Contents Chapter Page VOLUME -
December Oxford Sale Collectors’ Motor Cars and Automobilia Monday 9 December 2013 Bonhams Oxford
December Oxford Sale Collectors’ Motor Cars and Automobilia Monday 9 December 2013 Bonhams Oxford Collectors’ Motor Cars and Automobilia Monday 9 December 2013 Bonhams, Oxford Shipton-on-Cherwell, OX5 1JH Bonhams Bids Enquiries Customer Services 101 New Bond Street +44 (0) 20 7447 7448 Motor Cars Monday to Friday 8am to 6pm London W1S 1SR +44 (0) 20 7447 7401 fax +44 (0) 20 7468 5801 +44 (0) 20 7447 7447 bonhams.com To bid via the internet please visit +44 (0) 20 7468 5802 fax www.bonhams.com [email protected] Please see page 2 for bidder Viewing information including after-sale Sunday 8 December Please note that bids should Automobilia collection and shipment 10am to 4pm be submitted no later than +44 (0) 8700 273 621 Monday 9 December Friday 6 December. Thereafter bids +44 (0) 8700 273 625 fax Please see back of catalogue from 9am should be sent direct to Bonhams [email protected] for important notice to bidders office at the sale venue. Sale times 21274 Enquiries on view Sale Number: Automobilia 10am We regret that we are unable to and sale days Motor Cars 1.30pm accept telephone bids for lots with a +44 (0) 1865 853 640 Illustrations low estimate below £500. Absentee +44 (0) 1865 372 722 fax Front cover: Lot 356 bids will be accepted. New bidders Back cover: Lot 320 must also provide proof of identity £20 + p&p when submitting bids. Failure to do Catalogue: so may result in your bids not being processed. Bonhams 1793 Limited Bonhams 1793 Ltd Directors Bonhams UK Ltd Directors Registered No. -
Peter Holland: a Pioneer of Occupational Medicine*
Br J Ind Med: first published as 10.1136/oem.49.6.377 on 1 June 1992. Downloaded from British Journal of Industrial Medicine 1992;49:377-386 377 Peter Holland: a pioneer of occupational medicine* Robert Murray Abstract When I told Donald Hunter ofthe discovery ofPeter The earliest recorded occupational health Holland's diaries in 1950, he was, as always, service in this country was that established in a enthusiastic. By that time I had discovered some- cotton spinning factory at Quarry Bank Mill in thing of Peter Holland's life and I said that the only Cheshire. The mill was built in 1784 by Samuel thing that was lacking was a picture of him. About a Greg and his partners. They employed local month later Donald, in his usual miraculous way, labour and also some parish apprentices. Hap- presented me with a silver point engraving of my pily, Samuel Greg was a good christian and, subject (fig 1), who was the uncle ofMrs Gaskell, the having created a modern factory and a model father of Sir Henry Holland, the grandfather of the village with a church and a school, he was first Viscount Knutsford, and the great great great equally concerned for the physical welfare of grandfather of the fourth Viscount, who was then his employees. Accordingly, he appointed a chairman of the Board of Governors of the London doctor to make pre-employment examinations Hospital. Donald had recognised the connection and of the apprentices and to visit regularly to deal spoken to his chairman, who came up with the with the health problems of a community of picture. -
Prices and Profits in Cotton Textiles During the Industrial Revolution C
PRICES AND PROFITS IN COTTON TEXTILES DURING THE INDUSTRIAL REVOLUTION C. Knick Harley PRICES AND PROFITS IN COTTON TEXTILES DURING THE 1 INDUSTRIAL REVOLUTION C. Knick Harley Department of Economics and St. Antony’s College University of Oxford Oxford OX2 6JF UK <[email protected]> Abstract Cotton textile firms led the development of machinery-based industrialization in the Industrial Revolution. This paper presents price and profits data extracted from the accounting records of three cotton firms between the 1770s and the 1820s. The course of prices and profits in cotton textiles illumine the nature of the economic processes at work. Some historians have seen the Industrial Revolution as a Schumpeterian process in which discontinuous technological change created large profits for innovators and succeeding decades were characterized by slow diffusion. Technological secrecy and imperfect capital markets limited expansion of use of the new technology and output expanded as profits were reinvested until eventually the new technology dominated. The evidence here supports a more equilibrium view which the industry expanded rapidly and prices fell in response to technological change. Price and profit evidence indicates that expansion of the industry had led to dramatic price declines by the 1780s and there is no evidence of super profits thereafter. Keywords: Industrial Revolution, cotton textiles, prices, profits. JEL Classification Codes: N63, N83 1 I would like to thank Christine Bies provided able research assistance, participants in the session on cotton textiles for the XII Congress of the International Economic Conference in Madrid, seminars at Cambridge and Oxford and Dr Tim Leung for useful comments. -
The Automobile in Japan
International and Japanese Studies Symposium The Automobile in Japan Stewart Lone, Associate Professor of East Asian History, Australian Defence Force Academy, Canberra Japan and the Age of Speed: Urban Society and the Automobile, 1925-30 p.1 Christopher Madeley, Chaucer College, Canterbury Kaishinsha, DAT, Nissan and the British Motor Vehicle Industry p.15 The Suntory Centre Suntory and Toyota International Centres for Economics and Related Disciplines London School of Economics and Political Science Discussion Paper Houghton Street No. IS/05/494 London WC2A 2AE July 2005 Tel: 020-7955-6699 Preface A symposium was held in the Michio Morishima room at STICERD on 7 April 2005 to discuss aspects of the motor industry in Japan. Stewart Lone discussed the impact which the introduction of the motor car had on Japan’s urban society in the 1920s, especially in the neighbourhood of the city of Kyoto. By way of contrast, Christopher Madeley traced the relationship between Nissan (and its predecessors) and the British motor industry, starting with the construction of the first cars in 1912 by the Kaishinsha Company, using chassis imported from Swift of Coventry. July 2005 Abstracts Lone: The 1920s saw the emergence in Kansai of modern industrial urban living with the development of the underground, air services; wireless telephones, super express trains etc. Automobiles dominated major streets from the early 1920s in the new Age of Speed. Using Kyoto city as an example, the article covers automobile advertising, procedures for taxis, buses and cars and traffic safety and regulation. Madeley: Nissan Motor Company had a longer connection with the British industry than any other Japanese vehicle manufacturer. -
The Unitarian Heritage an Architectural Survey of Chapels and Churches in the Unitarian Tradition in the British Isles
UNITARIP The Unitarian Heritage An Architectural Survey of Chapels and Churches in the Unitarian tradition in the British Isles. Consultant: H.1. McLachlan Text and Research: G~ahamHague Text and Book Design: Judy Hague Financial Manager: Peter Godfrey O Unitarian Heritage 1986. ISBN: Q 9511081 O 7 Disrributur. Rev P B. Codfrey, 62 Hastlngs Road, Sheffield, South Yorkshirc. S7 2GU. Typeset by Sheaf Graphics, 100 Wellington Street, Sheffield si 4HE Printed in England. The production of this book would have been impossible without the generous help and hospitality of numerous people: the caretakers, secretaries and ministers oi chapels, and those now occupying disused chapels; the staff of public libraries and archives in many towns and cities; the bus and train dr~verswho enabled us to visit nearly every building. We would like to record grateful thanks to the staff of Dx Williams's Library and the National Monument Record for their always courteous help; Annette Percy for providing the typescript; Charrnian Laccy for reading and advising on the scnpt; and to the North Shore Unitarian Veatch Program, and District Associations in the British Isles for their generous financial help. Sla~rmsa.Burv St Edmunds. Unirarjan Chapel. 5 Contents: Introduction Chapter 1: The Puritans before 1662 2: The Growth of Dissent 1662-1750 Gazetteer 1662-1750 3: New Status, New Identity, New Technology 1750-1 840 Gazetteer 1750-18411 4: The Gothic Age 1840-1918 Gazetteer 1840-1918 5: Decay, Destruction and Renewal 1918-1984 Top photogruph c. 1900 cf Bessels Green Old Meeting House (1716). Gazetteer 1918-1984 Below. engravmg of 1785 91 Slockron-on-Tees,meeung-house on nghr 6: The Unitarian Chapels of Wales Gazetteer 7: The Unitarian Chapels of Scotland by Andrew Hi11 Gazetteer 8: Chapels of the Non-Subscribing Presbyterian Church of Ireland by John McLachlan Gazetteer Maps and Plans Bibliography Index Chapters I to 8 are each composcd a/ an introduction, an alp~ab~t~ca. -
Factory Discipline in the Industrial Revolution
FactoryDiscipline in the IndustrialRevolution.1 BY SIDNEY POLLARD It is nowadays increasingly coming to be accepted that one of the most critical, and one of the most difficult, transformations required in an industrial- izing society is the adjustment of labour to the regularity and discipline of factory work.2 Current interest in this process has led to a certain amount of re-examination of the experience of Britain during the corresponding period of her development.3 Much more requires to be known, and only detailed research can add to our knowledge. The present article is less ambitious: it seeks to further the discussion by examining briefly the evidence available so far, and drawing some tentative conclusions. The subject will be treated analytically rather than historically, that is to say, the first generation of factory workers will be examined, irrespective of its appearance at different times in different industries. I The worker who left the background of his domestic workshop or peasant holding for the factory, entered a new culture as well as a new sense of di- rection. It was not only that 'the new economic order needed ... part-humans: soulless, depersonalised, disembodied, who could become members, or little wheels rather, of a complex mechanism'. It was also that men who were non- accumulative, non-acquisitive, accustomed to work for subsistence, not for maximization of income,4 had to be made obedient to the cash stimulus, and obedient in such a way as to react precisely to the stimuli provided. The very recruitment to the uncongenial work was difficult, and it was made worse by the deliberate or accidental modelling of many works on workhouses and prisons, a fact well known to the working population. -
The Rate and Direction of Invention in the British Industrial Revolution: Incentives and Institutions
NBER WORKING PAPER SERIES THE RATE AND DIRECTION OF INVENTION IN THE BRITISH INDUSTRIAL REVOLUTION: INCENTIVES AND INSTITUTIONS Ralf Meisenzahl Joel Mokyr Working Paper 16993 http://www.nber.org/papers/w16993 NATIONAL BUREAU OF ECONOMIC RESEARCH 1050 Massachusetts Avenue Cambridge, MA 02138 April 2011 Prepared for the 50th anniversary conference in honor of The Rate and Direction of Inventive Activity, ed. Scott Stern and Joshua Lerner. The authors acknowledge financial support from the Kauffman Foundation and the superb research assistance of Alexandru Rus. The opinions expressed are those of the authors and do not necessarily reflect views of the Board of Governors of the Federal Reserve System or those of the National Bureau of Economic Research. NBER working papers are circulated for discussion and comment purposes. They have not been peer- reviewed or been subject to the review by the NBER Board of Directors that accompanies official NBER publications. © 2011 by Ralf Meisenzahl and Joel Mokyr. All rights reserved. Short sections of text, not to exceed two paragraphs, may be quoted without explicit permission provided that full credit, including © notice, is given to the source. The Rate and Direction of Invention in the British Industrial Revolution: Incentives and Institutions Ralf Meisenzahl and Joel Mokyr NBER Working Paper No. 16993 April 2011 JEL No. N13,N73,O31,O34,O43 ABSTRACT During the Industrial Revolution technological progress and innovation became the main drivers of economic growth. But why was Britain the technological leader? We argue that one hitherto little recognized British advantage was the supply of highly skilled, mechanically able craftsmen who were able to adapt, implement, improve, and tweak new technologies and who provided the micro inventions necessary to make macro inventions highly productive and remunerative. -
ENGINES for M.G's an Engine
Revised August 2017 ENGINES for M.G's Their Story after 1935. By Neil Cairns. Covering the XPAG series, BMC 'A' Series, BMC 'B' Series, With their relative units such as the Twin Cam, BMC 'C' series, Rover V8, some early Morris units, the 'O', 'R', 'S' and 'K' series till 2003. Revised August 2017 Engines for M.G's. Contents......... Introduction.............................................……. 4 An Engine.......................................................... 5 Chapter One, M.G. Engines Care of Morris....... 6 Chapter Two, The TA Onwards....................... 10 Chapter Three, 'X' Series of Engines................. 16 XPAG Modifications during production……… 21 Chapter Four, XPAG State of the Art............... 30 Chapter Five, BMC 'A' Series & Triumph......... 34 Chapter Six, BMC 'B' Series............................. 50 Chapter Seven, Big 'B' Series........................... 66 Chapter Eight, 'C', & 'K' series, & Rover V8's... 72 Chapter Nine, Rover 'O', 'R', & 'S' Series.......... 81 Chapter Ten, Gearboxes and Axles................... 86 Chapter Eleven, Conclusions,............................. 88 Index to Chapters............................................... 90 "Remember, all an engine does is push a car along" Anon. Edition Number 7. Amended 14.06.09. Revised August 2017 FOREWORD & BIBLOGRAPHY. With such excellent books on M.G. history about, it would be utterly pointless trying to retell it all. If that is what you are after, then obtain 'M.G. by McComb', 'Magic of the Marque', 'McComb, Maintaining the Breed', all by F. Wilson McComb; 'Tuning and Maintenance of MG's' by Phillip H. Smith; 'The Magic of MG' , 'MG, Magic of the Marque' by Mike Allison; and 'MG The Untold Story' by David Knowles. Once you have absorbed these, you are an 'expert'. This book is a collection of information and stories I have collected over about 30 years, with obvious reference to MG history books. -
Quarry Bank Mill. Development Timeline
Knowledge Organiser. Quarry Bank Mill - Part 2 of 2: Key Questions for Essays a) The reasons for the location of the site b) When and why people first created c) The ways in which the site has d) How the site has been used within its surroundings. the site. changed over time. throughout its history. The site of the mill is located at Styal, Samuel Greg a textile merchant and The site has developed over time. Initially Originally the site was part of the estate north of Wimslow on the River Bollin. The industrialist, was in partnership with his the site was intended for cotton spinning, of Lord Stamford including woodland and mill is located where there is a fall in the uncle Robert Hyde. Together they were later weaving was introduced. The need agricultural land and the original village river’s course provided a potential source looking to expand the business. In 1784 to house more workers meant the site provided a small amount of housing for of power. land near to Styal was purchased and a developed in two ways. Firstly the agricultural workers. During the late 18th mill, apprentice house and family house apprentice house was built to house 30 and 19th C the site was used for the textile were built. The site was chosen because it boys and 60 girls. Secondly housing at the industry and housing for workers on the provided a clean environment for workers, village of Styal expanded. There were mill site and village site expanded. The site away from the pollution of Manchester. -
Santos Sancho Análisis De La Industria De Automoción En El
MASTER EN INGENIERÍA DE AUTOMOCIÓN ESCUELA DE INGENIERÍAS INDUSTRIALES TRABAJO FIN DE MÁSTER ANÁLISIS DE LA INDUSTRIA DE AUTOMOCIÓN EN EL REINO UNIDO Autor: D. Diego Santos Sancho Tutor: D. Francisco Tinaut Fluixá Valladolid, Septiembre de 2015 Escuela Ingenierías Industriales Fundación Cidaut Depto. Ingª Energética y Fluidomecánica Parque Tecnológico de Boecillo, 209 Paseo del Cauce s/n 47151 Boecillo (Valladolid) 47011 Valladolid España (España) SECTOR AUTOMOCIÓN EN REINO UNIDO ANÁLISIS DE LA INDUSTRIA DE AUTOMOCIÓN EN EL REINO UNIDO RESUMEN Reino Unido (R.U.) es un país peculiar, con multitud aspectos diferentes respecto a otros países, y más concretamente en la forma de conducir y en su red de carreteras. Cuenta con una gran tradición automovilística desde principios del siglo 20, y a lo largo de este tiempo han surgido importantes marcas. En cuanto al panorama actual de su industria automovilística, está experimentando un crecimiento considerable después de las inversiones de años anteriores, y la recuperación de la economía global. Reino Unido está siendo uno de los países con mayor número de contrataciones actualmente. Mucha gente piensa que su industria automotriz ha estado en un estado de decadencia desde la década de 1960. Pero aunque no hay grandes fabricantes de automóviles de propiedad británica, la industria está en muy buena forma. Empresas como Nissan y Honda se instalaron en Reino Unido; marcas icónicas como Rolls-Royce y Bentley, ahora en manos de los gigantes alemanes BMW y Volkswagen, respectivamente (BMW también es propietaria de Mini, que se hace en Oxford), todavía están diseñando y fabricando en Reino Unido; y Tata de la India ha revitalizado Jaguar y Land Rover, con nuevos modelos.