Despite the importance of service-sector activities, both to women and to the U.S. economy, services have not figured prominently in business history. A consideration of the usefulness of this subject to business history is followed by a case study of household services in the nineteenth century, showing their social and economic value and the ways in which they exemplified the integral relations between women's work and business.

Mr. Smith explores the troubled history of the Brazilian state-owned oil company, Petrobrás, pointing out the difficulties of achieving economic development through such institutions when domestic politics strongly influence the companies' economic decisions.

Low second-class postage made it easy for national magazines and regional newspapers to reach their readers in the late nineteenth century. But the Post Office and some members of Congress questioned the wisdom of a policy that enabled advertising-filled publications to circulate at subsidized rates. This article traces the efforts to reform the postal policy governing periodicals, which became enmeshed in Progressive Era debates about the value of mass culture and government's role in promoting it.

One of the aims of the States has continually been to provide a favorable legal framework for the work of responsible entrepreneurs and corporations issuing stock and to protect them both against illegitimate competition. This paper illustrates this relationship of government and business through a general survey of State administrative practices in executing corporate securities legislation and a closer study of the single State of California.

Using data from nineteenth-century New England, Dr. Siegenthaler isolates a value for the most important function which drygoods marketing agencies performed for the mills they represented. His conclusions cast new light on the key role played by fashion considerations in decision making within the textile industry.

The government in British-ruled India established cooperative banks to compete with private moneylenders in the rural credit market. State officials expected greater competition to increase the supply of low-cost credit, thereby expanding investment potential for the rural poor. Cooperatives did increase credit supply but captured a small share of the credit market and reported net losses throughout the late colonial and early postcolonial period. The article asks why this experiment did not succeed and offers two explanations. First, low savings restricted the role of social capital and mutual supervision as methods of financial regulation in the cooperative sector. Second, a political-economic ideology that privileged equity over efficiency made for weak administrative regulation.

This article examines the long-run impact of the 1992 completion of the European Single Market on the diversification and internationalization of European business. It does so at a particular moment of crisis: the exit of the United Kingdom from the European Union (“Brexit”). The article finds that completion of the European Single Market is indeed associated with significant and widespread changes in the strategies of European businesses between 1993 and 2010. European business has converged on more focused diversification strategies and followed similar patterns of internationalization. The most significant exception is the consistently low level of British business's commitment to European markets. The distinctiveness of British internationalization is, in a sense, Brexit foretold.

This article examines the politics of airline deregulation in the 1970s, and the events that led to the passage of the Airline Deregulation Act of 1978. It links the antibureaucratic, antiregulatory policies of the 1970s to ideas closely connected to the New Left, the counterculture, and other left-wing subcultures that dominated high and low thought in the 1960s. By linking this source of antibureaucratic sentiment to the politics of airline deregulation, this article suggests a new direction for historians who study the American state in the last decades of the twentieth century. As they focus their attention on the rise of market-based, neoliberal regulatory policies, they should look for their origins not only in the growing strength of the intellectual and political right, but also in the political thought and practice of the 1960s left.

This is an important book. For business historians writing about the late nineteenth century to the present, it offers a kaleidoscope of ways to study the history of the forms and organizational structures of modern big business. Its handle for doing so is the business group. The book is a sequel to Asli Colpan, Takashi Hikino, and James Lincoln's edited, pathbreaking Oxford University Press volume published in 2010 and entitled The Oxford Handbook of Business Groups. The latter opened up new horizons.

This article explores the tendering process for the construction of the Tanzam oil pipeline during the mid-1960s. In addressing aspects of the political response to British investment overseas and the history of the British company Lonrho, it argues that the British government's determination to concentrate financial investments at home affected its ability to project its presence through supporting business overseas. In addition, the article suggests that the Zambian government demonstrated autonomy in awarding the tender.

The production of jewelry offers a lens through which to examine the nature of creativity in a capitalist economy. The fashioning of decorative goods for wider sections of society in the second half of the nineteenth century allowed manufacturers to expand the size of their businesses, but only by sustaining strong connections with consumers and keeping track of buyers' changing desires. The outcomes of decisions affecting their enterprises were determined by the degree to which producers understood what their customers wanted. Entrepreneurial activity was critical to the formation of strategies for coping with the problem of scarce or imperfect information and limited market power. These strategies induced a process of creative destruction, whereby old ways of making things changed, and technology, labor, skills, and capital were recombined.

While entrepreneurs are increasingly recognized as important participants in the medieval economy, their philanthropic activities have received less attention than those of the gentry and nobility. This article identifies the contribution that the study of medieval entrepreneurs can make to broader business history debates surrounding the identity of philanthropists and their beneficiaries, the types of causes they supported, and their impact on wider society. Philanthropic entrepreneurs used the profits of commerce to provide infrastructure, health care, and education to their local communities. Their patterns of philanthropy differed from those of gentry, lawyers, and administrators. Support for municipal infrastructure emerges as a distinctive feature of entrepreneurial philanthropy, reflecting a belief in the importance of trade networks and civic reputation.

Professor Simonson casts the recent history of the American airframe industry against the Schumpeterian concept of “creative destruction” in this study of business response to technological change.

This article analyzes the investments in both manufacturing units and sales subsidiaries by German chemical companies in the United Kingdom prior to 1914. It extends the findings in the existing literature on the subject, as sales subsidiaries have not so far been investigated. In particular, the article focuses on the motives underlying these investments. By building sales subsidiaries, German companies hoped to improve their control over foreign distribution activities and to promote their own brand names. As for the creation of manufacturing outlets, the motives of the companies differed before and after the reform of the British patent law in 1907. Prior to patent law reform, branch plants were set up due to transport cost considerations, resource orientation, or the pursuit of monopoly. Further reasons included restrictions on the use of proprietary technology in the home country and capacity constraints in the home factory. It was only after 1907 that manufacturing units were established to safeguard the companies' British patents. Consequently, the traditionally held notion that it was solely the patent law of 1907 which sparked off German FDI in the British chemical industry needs to be modified.

The conventional distinctions between “practical” and “scientific” research and development can be misleading. The experience of Thomas Midgley, Jr., at the General Motors Corporation in the three decades before World War II, and especially his critical role in the development of “antiknock” gasoline additives, freon refrigerant, and synthetic rubber, illustrate this fact. Dr. Leslie demonstrates that the management of corporate research and development, especially as that management affects uniquely talented individuals whose interests do not necessarily reflect the immediate needs of the company as seen by management, is basic to success. To solve such problems as they arose, Charles F. Kettering, himself a sympathetic scientist as well as distinguished inventor, worked closely with chief executive Alfred P. Sloan, whose genius for solving managerial problems matched the scientific genius of the most brilliant men in the General Motors laboratories.

The tangled purposes of national economic policy in the early decades of the twentieth century are highlighted in Professor Braisted's analysis of an episode which pledged officers and secrets of the U.S. Navy to the advancement of American business in the Far East.

Only recently have business historians turned their attention to the motor transportation industry. Interest in this “new” and obviously important field is well served by an historical analysis of major industry-wide trends. Too often the historian and the businessman alike work without benefit of such perspective. The evolution of the motor transportation industry is here divided into four major chronological divisions, with some summary observations about post-World War II conditions. Major emphasis is laid upon the different developmental patterns exhibited by various motor carrier classifications, upon the competitive interreaction of rail and motor transport interests, and upon the far-reaching effect of state and federal regulation. The history of the motor transportation revolution yields information of value about railroad developments and provides a background for understanding basic twentieth-century trends in commodity distribution.

While it lost some five million dollars operating in Mexico between 1824 and 1849, the British Real del Monte Company conducted its business without major interruption from the political turbulence that characterized the new nation. In this article, Professor Randall shows how the company finessed most of the political risk that it potentially faced by keeping administrative distance between itself and the ever-changing central governments and by conducting political relations at the local level as community relations. Despite business rivalries with mine owners, labor-management conflict, and incidents of individual and institutional friction, the English firm and the Mexican town of Real del Monte generally maintained positive community relations. Accommodation as much as conflict accompanied foreign penetration into newly independent Mexico.

A heal tithing office or bishop's storehouse was found in every Mormon settlement of the Mountain West during the nineteenth century. Besides functioning as collector of revenue for the Church of Jesus Christ of Latter-day Saints, the tithing house played a major role in the economic life of the community. It served as communal receiving and disbursing agency, warehouse, weighing station, livestock corral, general store, telegraph office, employment exchange and social security bureau. These functions carried it into banking, the fixing of official prices, and bulk selling. Thus the history of this institution shows, in a much different setting, counterparts of many procedures and problems open regarded as distinctly modern.

Where are the Rockefellers, Carnegies, and Fords of recent Japanese history? Their absence may be explained by a lack of scholarly attention to the areas of entrepreneurship, business organization, and managerial practices. Professors Rosovsky and Yamamura review the historiography of Japan's industrialization and place the five articles in this special issue within the context of recent work in business and economic history.