The wool market was extremely important to the English medieval economy and wool dominated the English export trade from the late thirteenth century to its decline in the late fifteenth century. Wool was at the forefront of the establishment of England as a European political and economic power and this 2007 volume was the first study of the medieval wool market in over 20 years. It investigates in detail the scale and scope of advance contracts for the sale of wool; the majority of these agreements were formed between English monasteries and Italian merchants, and the book focuses on the data contained within them. The pricing structures and market efficiency of the agreements are examined, employing practices from modern finance. A detailed case study of the impact of entering into such agreements on medieval English monasteries is also presented, using the example of Pipewell Abbey in Northamptonshire.

The opening of the world's first railroad in Britain and America in 1830 marked the dawn of a new age. Within the course of a decade, tracks were being laid as far afield as Australia and Cuba, and by the outbreak of World War I, the United States alone boasted over a quarter of a million miles. With unrelenting determination, architectural innovation, and under gruesome labor conditions, a global railroad network was built that forever changed the way people lived. From Panama to Punjab, from Tasmania to Turin, Christian Wolmar shows how cultures were enriched, and destroyed, by one of the greatest global transport revolutions of our time, and celebrates the visionaries and laborers responsible for its creation.

The familiar industrialisation of northern England and less familiar de-industrialisation of the south are shown to have depended on a common process. Neither rise nor decline resulted from differences in natural resource endowments, since they began before the use of coal and steam in manufacturing. Instead, political certainty, competitive ideology and Enlightenment optimism encouraged investment in transport and communications. This integrated the national market, intensifying competition between regions and altering economic distributions. Despite a dysfunctional landed system, agricultural innovation meant that the south's comparative advantage shifted towards the farm sector. Meanwhile its manufactures slowly declined. Once industry clustered in the less-benign northern environment, technological changes in manufacturing accumulated there.

This book portrays the Industrial Revolution as deriving from economic competition within unique political arrangements.

The charivari is a loud, late-night surprise house-visiting custom from members of a community, usually to a newlywed couple, accompanied by a qu?te (a request for a treat or money in exchange for the noisy performance) and/or pranks. Up to the first decades of the twentieth century, charivaris were for the most part enacted to express disapproval of the relationship that was their focus, such as those between individuals of different ages, races, or religions. While later charivaris maintained the same rituals, their meaning changed to a welcoming of the marriage.

Make the Night Hideous explores this mysterious transformation using four detailed case studies from different time periods and locations across English Canada, as well as first-person accounts of more recent charivari participants. Pauline Greenhill's unique and fascinating work explores the malleability of a tradition, its continuing value, and its contestation in a variety of discourses.

After the Revolutionary War, despite political independence, the United States still relied on other countries for manufactured goods. Francis Cabot Lowell was one of the principal investors in building the India Wharf and the shops and warehouses close to Boston harbor. His work was instrumental in establishing domestic industry for the United States and brought the Industrial Revolution to the United States. From 1810 to the start of the War of 1812, he traveled through Great Britain, where he saw the tremendous changes caused by the Industrial Revolution, starting with cotton textiles. On his return to the United States he focused on establishing a domestic textile industry to replace imported goods. With his brother-in-law, Patrick Tracy Jackson, he built the Boston Manufacturing Company at Waltham-America's first integrated mill. With his star mechanic, Paul Moody, he developed a power loom and other machines suitable for local conditions. The Life and Times of Francis Cabot Lowell, 1775-1817 tells the story of this amazing man and the great success of the Boston Manufacturing Company, which spurred the American industrial revolution. Francis Cabot Lowell's method-a detailed investment plan, cheap raw materials and power, a motivated labor force, a sound marketing plan, and, above all, modern technology-became the standard for the American factory of the nineteenth century. When Francis Cabot Lowell died, his associates established America's first industrial city, and named it Lowell in his honor.

Reforming Urban Labor is a history of the nineteenth-century social reforms designed by middle-class progressives to domesticate the labor force. Industrial production required a concentrated labor force, but the swelling masses of workers in the capitals of Britain and Belgium, the industrial powerhouses of Europe, threatened urban order. At night, after factories had closed, workers and their families sheltered in the shadowy alleyways of Brussels and London. Reformers worked to alleviate the danger, dispersing the laborers and their families throughout the suburbs and the countryside. National governments subsidized rural housing construction and regulated workmen's trains to transport laborers nightly away from their urban work sites and to bring them back again in the mornings; municipalities built housing in the suburbs. On both sides of the Channel, respectable working families were removed from the rookeries and isolated from the marginally employed, planted out beyond the cities where they could live like, but not with, the middle classes.

In Janet L. Polasky's urban history, comparisons of the two capitals are interwoven in the context of industrial Europe as a whole. Reforming Urban Labor sets urban planning against the backdrop of idealized rural images, links transportation and housing reform, investigates the relationship of middle-class reformers with industrial workers and their families, and explores the cooperation as well as the competition between government and the private sector in the struggle to control the built environment and its labor force.

The industrial revolution transformed the productive power of societies. It did so by vastly increasing the individual productivity, thus delivering whole populations from poverty. In this new account by one of the world's acknowledged authorities the central issue is not simply how the revolution began but still more why it did not quickly end. The answer lay in the use of a new source of energy. Pre-industrial societies had access only to very limited energy supplies. As long as mechanical energy came principally from human or animal muscle and heat energy from wood, the maximum attainable level of productivity was bound to be low. Exploitation of a new source of energy in the form of coal provided an escape route from the constraints of an organic economy but also brought novel dangers. Since this happened first in England, its experience has a special fascination, though other countries rapidly followed suit.

The industrial revolution transformed the productive power of societies. It did so by vastly increasing the individual productivity, thus delivering whole populations from poverty. In this new account by one of the world's acknowledged authorities the central issue is not simply how the revolution began but still more why it did not quickly end. The answer lay in the use of a new source of energy. Pre-industrial societies had access only to very limited energy supplies. As long as mechanical energy came principally from human or animal muscle and heat energy from wood, the maximum attainable level of productivity was bound to be low. Exploitation of a new source of energy in the form of coal provided an escape route from the constraints of an organic economy but also brought novel dangers. Since this happened first in England, its experience has a special fascination, though other countries rapidly followed suit.

Coffee and Transformation in Sao Paulo, Brazil advances a distinctive interpretation of the dynamism of the Sao Paulo region since the latter part of the nineteenth century. Large and entrepreneurial coffee landlords opened the frontier to the west of the state capital, playing a key role in making the state and Brazil the world's largest coffee producer for international markets. However, many of the immigrant settlers from Italy, Japan, Spain, and other countries emerged as major actors in the last phase of frontier expansion in western Sao Paulo. A substantial number of them found ways to become independent agriculturalists or enact new careers in commerce, industry, and services in the network of towns emerging in this region. This volume pays close attention to the political and economic implications of this region's process of segmentation and transformation, including their links to regionalism, political conflict, and the Revolution of 1930.

This innovative study adopts a distinct perspective on both the industrial revolution and nineteenth-century British culture. It investigates why inventors rose to heroic stature and popular acclaim in Victorian Britain, attested by numerous monuments, biographies and honours, and contends there was no decline in the industrial nation's self-esteem before 1914. In a period notorious for hero-worship, the veneration of inventors might seem unremarkable, were it not for their previous disparagement and the relative neglect suffered by their twentieth-century successors. Christine MacLeod argues that inventors became figureheads of various nineteenth-century factions, from economic and political liberals to impoverished scientists and radical artisans, who deployed their heroic reputation, not least to challenge the aristocracy's hold on power and the militaristic national identity that bolstered it. Although this was a challenge that ultimately failed, its legacy of ideas about invention, inventors, and the history of the industrial revolution remains highly influential.

This is a unique account of working-class childhood during the British industrial revolution, first published in 2010. Using more than 600 autobiographies written by working men of the eighteenth and nineteenth centuries Jane Humphries illuminates working-class childhood in contexts untouched by conventional sources and facilitates estimates of age at starting work, social mobility, the extent of apprenticeship and the duration of schooling. The classic era of industrialisation, 1790-1850, apparently saw an upsurge in child labour. While the memoirs implicate mechanisation and the division of labour in this increase, they also show that fatherlessness and large subsets, common in these turbulent, high-mortality and high-fertility times, often cast children as partners and supports for mothers struggling to hold families together. The book offers unprecedented insights into child labour, family life, careers and schooling. Its images of suffering, stoicism and occasional childish pleasures put the humanity back into economic history and the trauma back into the industrial revolution.

This book features oyster beds as a political and environmental battleground. In ""The Oyster Question"", Christine Keiner applies perspectives of environmental, agricultural, political, and social history to examine the decline of Maryland's iconic Chesapeake Bay oyster industry. Oystermen have held on to traditional ways of life and some continue to use preindustrial methods, tonging oysters by hand from small boats. Others use more intensive tools, and thus it is commonly believed that a lack of regulation enabled oystermen to exploit the bay to the point of ruin. But Keiner offers an opposing view in which state officials, scientists, and oystermen created a regulated commons that sustained tidewater communities for decades. Not until the 1980s did a confluence of natural and unnatural disasters weaken the bay's resilience enough to endanger the oyster resource. Keiner examines conflicts that pitted scientists in favor of privatization against watermen who used their power in the statehouse to stave off the forces of rural change. Her study breaks new ground regarding the evolution of environmental politics at the state rather than federal level. ""The Oyster Question"" concludes with the impassioned ongoing debate over introducing nonnative oysters to the Chesapeake Bay and how that proposal might affect the struggling watermen and their identity as the last hunter-gatherers of the industrialized world.

The contributors to this collection of seven essays (plus an editor's introduction and a comparative afterword) have framed debates about the construction of commercial culture in China. They all have agreed that during the early twentieth century China's commercial culture was centered in the private sector of Shanghai's economy and especially in the "concession" areas under Western or Japanese rule, but they have differed over the issue of whether foreign influence was decisive in the creation of Shanghai's commercial culture. Between 1900 and 1937, was Shanghai's commercial culture imported from the West or invented locally? And between 1937 and 1945, was the history of this commercial culture cut short by Japanese military invasions and occupations of the city or was it sustained throughout the war? The contributors have proposed various and even conflicting answers to these questions, and their interpretations bear upon wider debates in historical, cultural, and comparative studies.

In the late 19th century, rails from Bethlehem Steel helped build the United States into the world's foremost economy. During the 1890s, Bethlehem became America's leading supplier of heavy armaments, and by 1914, it had pioneered new methods of structural steel manufacture that transformed urban skylines. Demand for its war materials during World War I provided the finance for Bethlehem to become the world's second-largest steel maker. As late as 1974, the company achieved record earnings of $342 million. But in the 1980s and 1990s, through wildly fluctuating times, losses outweighed gains, and Bethlehem struggled to downsize and reinvest in newer technologies. By 2001, in financial collapse, it reluctantly filed for Chapter 11 bankruptcy protection. Two years later, International Steel Group acquired the company for $1.5 billion. In Bethlehem Steel, Kenneth Warren presents an original and compelling history of a leading American company, examining the numerous factors contributing to the growth of this titan and those that eventually felled it-along with many of its competitors in the U.S. steel industry. Warren considers the investment failures, indecision and slowness to abandon or restructure outdated \u201cintegrated\u201d plants plaguing what had become an insular, inward-looking management group. Meanwhile competition increased from more economical \u201cmini mills\u201d at home and from new, technologically superior plants overseas, which drove world prices down, causing huge flows of imported steel into the United States. Bethlehem Steel provides a fascinating case study in the transformation of a major industry from one of American dominance to one where America struggled to survive.

Isambard Kingdom Brunel had strong associations with South Wales; chief engineer of the GWR at just 27, he was the same for the South Wales Railway Co., taking the railways across South Wales. This illustrated history focuses on Brunel's contribution to the maritime world, from his work on dry docks and shipping facilities to his steamships, including his 'great leviathan'. For PSS Great Eastern, Brunel chose Milford Haven as a home port where she would spend many years, still the largest ship in the world but sadly without work after her pioneering role laying telegraph cables under the world's oceans. The Great Britain steamship sailed from Penarth, a dock associated with the later work of Brunel's son, Henry Marc Brunel who would be responsible for the largest dock system built in Wales, at Barry. Other dock works include Briton Ferry which Brunel designed to handle the output of the VNR and the SWMR. One of his last engineering projects was a steam railway ferry across the river Severn, a unique work that was superseded with the opening of the Severn Tunnel. This illustrated history delves deep into Brunel's legacy.

This book explores the business history of three major independent American automakers - Nash Motor Company, the Hudson Motor Car Company, and the American Motors Company - that faced fierce competition from the 'Big Three'. With roots extending back to the first decade of the twentieth century, Nash Motor Company and the Hudson Motor Car Company managed to compete and even prosper as independent producers until they merged in 1954 to form the American Motors Company, which itself remained independent until it was bought in 1987 by the Chrysler Corporation. In "Storied Independent Automakers", renowned automotive scholar Charles K. Hyde argues that these companies, while so far neglected by auto history scholars, made notable contributions to automotive engineering and styling and were an important part of the American automobile industry. Hyde investigates how the relatively small corporations struggled in a postwar marketplace increasingly dominated by the giant firms of Ford, General Motors, and Chrysler, which benefited from economies of scale in styling, engineering, tooling, marketing, and sales. He examines the innovations that kept the independents' products distinctive from those of the Big Three and allowed them to survive and sometimes prosper against their larger competitors. Hyde also focuses on the visionary leaders who managed the companies, including Charles Nash, Roy D. Chapin, Howard Coffin, George Mason, George Romney, and Roy D. Chapin Jr., who have been largely unexamined by other scholars. Finally, Hyde analyzes the ultimate failure of the American Motors Company and the legacy it left for carmakers and consumers today. "Storied Independent Automakers" is based on extensive research in archival collections generated by the three companies. Residing in large part in the DaimlerChrysler Corporate Collection, these sources have been seldom tapped by other scholars before this volume. Auto historians and readers interested in business history will enjoy "Storied Independent Automakers".

The Dreiser Committee, including writers Theodore Dreiser, John Dos Passos, and Sherwood Anderson, investigated the desperate situation of striking Kentucky miners in November 1931. When the Communist-led National Miners Union competed against the more conservative United Mine Workers of America for greater union membership, class resentment turned to warfare. Harlan Miners Speak, originally published in 1932, is an invaluable record that illustrates the living and working conditions of the miners during the 1930s. This edition of Harlan Miners Speak, with a new introduction by noted historian John C. Hennen, offers readers an in-depth look at a pivotal crisis in the complex history of this controversial form of energy production.

This absorbing collection of photographs and ephemera illustrates life as it was for the coal-level miners of Gwent throughout its industrial past. Accompanying the images are detailed and informative captions that allow the reader to fully understand levels mining in the region. This book begins by examining the coal levels that were operational in the 1980s, including fascinating photographs of men, mines and horses. The second chapter explores the older levels, including their owners, numbers employed, wages and deaths. The final chapter takes a look at the last remaining working levels in Gwent, and reminds us that the current generation may be the last to extract coal using the methods of their forefathers. Colin Spencer is a retired coal miner with twenty-six years' experience in the industry. Here he provides an expert insight into levels minding, using rare images to portray the stark realities of the profession to the reader. This book promises to fascinate anyone interested in mining of the Gwent region.

Now that services account for such a dominant part of economic activity, it has become apparent that achieving high levels of productivity in the economy requires high levels of productivity in services. This book, first published in 2006, offers a major reassessment of Britain's comparative productivity performance over the last 150 years. Whereas in the mid-nineteenth century Britain had higher productivity than the United States and Germany, by 1990 both countries had overtaken Britain. The key to achieving high productivity was the 'industrialisation' of market services, which involved both the serving of business and the provision of mass-market consumer services in a more business like fashion. Comparative productivity varied with the uneven spread of industrialised service sector provision across sectors. Stephen Broadberry provides a quantitative overview of these trends, together with a qualitative account of developments within individual sectors, including shipping, railways, road and air transport, telecommunications, wholesale and retail distribution, banking, and finance.

This book offers a fresh look at the often-censured but imperfectly understood traditions of Utilitarianism and political economy in their bearing for Victorian literature and culture. It treats writings by Jeremy Bentham, Adam Smith, Thomas Malthus, David Ricardo, James and John Stuart Mill, Charles Dickens, Thomas Carlyle, Anthony Trollope, George Eliot, Elizabeth Gaskell, and Rabindranath Tagore. It sets texts in historical context, examines style as well as ideas, and aims to widen awareness of commonalities across seemingly divided expressions of the age. A work of 'new economic criticism, ' it also treats Utilitarianism, close kin to political economy but even more poorly understood and poorly regarded. No other literary study addresses Bentham so fully. The book further contributes to study of Victorian literature-and-liberalism and Victorian liberalism-and-imperialism. It challenges a high-cultural perspective and a perspective of ideology-critique that derives from F. R. Leavis and Michel Foucault and inform the prevailing idea of Victorian literature: as contender against the repressive mentality of Mr. Gradgrind, Dickens's caricature of a Smith-Benthamite; against the 'carceral' social discipline of Bentham's Panopticon; and against the 'dismal science.' But 'utility' has the happier meaning of pleasure. This study presents a capitalist, liberal age pursuing utility in commerce, industry, and socioeconomic/political reforms; favorable to freedom; and 'leveling' as regards gender and class. What about empire? A question not generally so squarely confronted in works on Victorian literature-and-economics and Victorian literature-and-liberalism. Shown here is the surprising extent to which liberalism develops as liberalism through 'liberal imperialism'.

Today technology has created a world of dazzling progress, growing disparities of wealth and poverty, and looming threats to the environment. Technology: A World History offers an illuminating backdrop to our present moment--a brilliant history of invention around the globe. Historian Daniel R. Headrick ranges from the Stone Age and the beginnings of agriculture to the Industrial Revolution and the electronic revolution of the recent past. In tracing the growing power of humans over nature through increasingly powerful innovations, he compares the evolution of technology in different parts of the world, providing a much broader account than is found in other histories of technology. We also discover how small changes sometimes have dramatic results--how, for instance, the stirrup revolutionized war and gave the Mongols a deadly advantage over the Chinese. And how the nailed horseshoe was a pivotal breakthrough for western farmers. Enlivened with many illustrations, Technology offers a fascinating look at the spread of inventions around the world, both as boons for humanity and as weapons of destruction.

The British railway network was a monument to Victorian private enterprise. Its masterpieces of civil engineering were emulated around the world. But its performance was controversial: praised for promoting a high density of lines, it was also criticised for wasteful duplication of routes.
This is the first history of the British railway system written from a modern economic perspective. It uses conterfactual analysis to construct an alternaive network to represent the most efficient alternative rail network that could have been constructed given what was known at the time - the first time this has been done. It reveals how weaknesses in regulation and defects in government policy resulted in enormous inefficiency in the Victorian system that Britain lives with today.
British railway companies developed into powerful regional monopolies, which then contested each other's territories. When denied access to existing lines in rival territories, they built duplicate lines instead. Plans for an integrated national system, sponsored by William Gladstone, were blocked by Members of Parliament because of a perceived conflict with the local interests they represented. Each town wanted more railways than its neighbours, and so too many lines were built. The costs of these surplus lines led ultimately to higher fares and freight charges, which impaired the performance of the economy.
The book will be the definitive source of reference for those interested in the economic history of the British railway system. It makes use of a major new historical source, deposited railway plans, integrates transport and local history through its regional analysis of the railway system, and provides a comprehensive, classified bibliography.

a[An] extraordinarily detailed and well-documented historical inquiry. . . . Robert Weemsa engaging, well-written book makes a significant and invaluable contribution in several areas of study.a
--Juliet E.K. Walker, author of "The History of Black Business in America: Capitalism, Race, Entrepreneurship"

Business in Black and White provides a panoramic discussion of various initiatives that American presidents have supported to promote black business development in the United States. Many assume that U.S. government interest in promoting black entrepreneurship began with Richard Nixonas establishment of the Office of Minority Business Enterprise (OMBE) in 1969. Drawn from a variety of sources, Robert E. Weems, Jr.as comprehensive work extends the chronology back to the Coolidge Administration with a compelling discussion of the Commerce Departmentas aDivision of Negro Affairs.a

Weems deftly illustrates how every administration since Coolidge has addressed the subject of black business development, from campaign promises to initiatives to downright roadblocks. Although the governmentas influence on black business dwindled during the Eisenhower Administration, Weems points out that the subject was reinvigorated during the Kennedy and Johnson Administrations and, in fact, during the early-to-mid 1960s, when acivil rightsa included the right to own and operate commercial enterprises. After Nixonas resignation, support for black business development remained intact, though it met resistance and continues to do so even today. As a historical text with contemporary significance, Business in Black and White is an original contribution to the realms of African American history, theAmerican presidency, and American business history.

Heralded by Soviet propaganda as the "Path to the Future," the Baikal-Amur Mainline Railway (BAM) represented the hopes and dreams of Brezhnev and the Communist Party elite of the late Soviet era. Begun in 1974, and spanning approximately 2,000 miles after twenty-nine years of halting construction, the BAM project was intended to showcase the national unity, determination, skill, technology, and industrial might that Soviet socialism claimed to embody. More pragmatically, the Soviet leadership envisioned the BAM railway as a trade route to the Pacific, where markets for Soviet timber and petroleum would open up, and as an engine for the development of Siberia.

Despite these aspirations and the massive commitment of economic resources on its behalf, BAM proved to be a boondoggle-a symbol of late communism's dysfunctionality-and a cruel joke to many ordinary Soviet citizens. In reality, BAM was woefully bereft of quality materials and construction, and victimized by poor planning and an inferior workforce. Today, the railway is fully complete, but remains a symbol of the profligate spending and inefficiency that characterized the Brezhnev years.

In "Brezhnev's Folly, " Christopher J. Ward provides a groundbreaking social history of the BAM railway project. He examines the recruitment of hundreds of thousands of workers from the diverse republics of the USSR and other socialist countries, and his extensive archival research and interviews with numerous project workers provide an inside look at the daily life of the BAM workforce. We see firsthand the disorganization, empty promises, dire living and working conditions, environmental damage, and acts of crime, segregation, and discrimination that constituted daily life during the project's construction. Thus, perhaps, we also see the final irony of BAM: that the most lasting legacy of this misguided effort to build Soviet socialism is to shed historical light on the profound ills afflicting a society in terminal decline.

An exploration of the social and environmental consequences of oil extraction in the tropical rainforest. Using northern Veracruz as a case study, the author argues that oil production generated major historical and environmental transformations in land tenure systems and uses, and social organisation. Such changes, furthermore, entailed effects, including the marginalisation of indigenes, environmental destruction, and tense labour relations. In the context of the Mexican Revolution (1910 1920), however, the results of oil development did not go unchallenged. Mexican oil workers responded to their experience by forging a politicised culture and a radical left militancy that turned 'oil country' into one of the most significant sites of class conflict in revolutionary Mexico. Ultimately, the book argues, Mexican oil workers deserve their share of credit for the 1938 decree nationalising the foreign oil industry - heretofore reserved for President Lazaro Cardenas - and thus changing the course of Mexican history.