GIS data on the evolution of railway networks facilitate the study of the role played by the expansion of transport infrastructure since the industrial revolution. The arrival of the railway transformed economic and social activity and the distribution of population within the territory. Given their importance, we have reconstructed and digitised the layout of the railway lines and the location of the stations and halts that existed from the opening of Spain's first railway line, in 1848, until 2023. We have also added indicators of the quality of the network, more specifically, the dates of its electrification and when the track was doubled to allow two-way traffic. The potential of this database lies in its capacity to analyse the interrelationship between the railway infrastructure and a wide range of elements located in the territory, amongst which it is necessary to highlight other modes of transport, urban expansion and socio-economic development.

In the 1990s, three Scandinavian news media companies, Bonnier, Kinnevik, and Schibsted, internationalized their newspapers. Despite doing this during the same period, competing in the same industry and institutional environment, being exposed to the same opportunities by the opening of the Eastern European markets, and all belonging to a smaller language area, they differed in their internationalization models as well as in their outcomes. Despite initial successes, Bonnier and Kinnevik eventually discontinued their newspapers in the new markets, in many cases following significant losses, while Schibsted fared better. The main explanation for using different internationalization models was differences in business models, basically striving to do business internationally in a similar way as domestically. That is, they did not choose a specific internationalization model but sought to simply expand their business models internationally. Consequently, this article finds that when researching internationalization, more focus should be placed on business models.

Supply chain security presents numerous challenges to governments interested in defending against terrorist threats. While most approaches stress technological solutions, scholars and policy-makers tend to overlook economics, labour market issues, and industrial relations. Applying agency theory from behavioural economics, this article analyses threats to the US supply chain and opportunities for efficient solutions. Using data from a sophisticated web-based survey of owner-operator cost-of-operations, it shows that drayage drivers are among the lowest paid truck drivers and workers in the US. We provide evidence that low pay is associated with both safety and security risk. Low-wage labour and subcontracting present challenges to US and foreign supply-chain security because the market attracts workers who have few other employment options. In this environment, principals and agents currently make inefficient and inequitable contracts because markets do not reflect the complete costs associated with low-probability/high-impact events like cargo theft and transport security.

Global agro-food trade grew strongly during the first globalisation. The increase in demand, the fall in trade costs, liberal policies and technological advances explain this expansion in trade. Within this context, this study analyses the formation and evolution of the international market of a special product: meat. It is a peculiar product because it is perishable. Furthermore, it is important to point out that the increase in its trade was based mostly on the strong demand in the United Kingdom, which acquired an almost monopsonist position, and also on the diffusion of mechanical refrigeration. This enabled the countries of the Río de la Plata, particularly Argentina, together with Australia and New Zealand to become world leaders in meat exports.

The objective of this article is to offer empirical evidence regarding the behaviour of the exports and relative prices of agricultural and food products from South America between 1900 and 1950. These were years of intense turbulence, which profoundly affected the countries of the region, generating a deep pessimism concerning the potentiality of the export-led development model. This study offers a new quantitative base to analyse the evolution of exports of agrifood products from South America between 1900 and 1938. The paper also offers a series for the evolution of the terms of trade in the region which takes into account in its construction, for the first time, the relative weights of South American exports of the distinct agricultural products.

This article estimates the social savings of the railroads in Peru in the late 19th and early 20th centuries. The construction of railroads made it possible for Peruvians to substitute the traditional system of mules and llamas, although only for a few routes. Using primary and secondary sources, I estimate the social savings for 1890, 1904, 1914 and 1918. Social savings ranged between 0.3 per cent and 1.3 per cent of GDP in 1890, but then increased to a range between 3.6 per cent and 9.4 per cent of GDP in 1918. The social savings of railroads in Peru were comparable to those for the United States and Great Britain but were much lower than those for Mexico, Brazil and Argentina, largely because Peru had very few railroads.

Latin America had the highest tariffs in the world before 1914; Asia had the lowest. Heavily protected Latin America also boasted some of the most explosive belle époque growth, while open Asia registered some of the least. What brought the two regions to the opposite ends of the tariff policy spectrum? We find that limits to Asian tariff policy autonomy may have lowered tariffs substantially there, but by themselves they cannot explain why Asian tariffs were so much lower than the Latin American tariffs before 1914; that natural barriers, domestic political economy and strategic tariff policy seems to have contributed much to the difference and that the origins of Asian post-World War 2 import-substitution policies seem to lie in the interwar years when Asian tariff levels caught up with those of Latin America.

This paper analyses the system of transportation and discusses the effect of geography and transport infrastructure on transport costs and economic growth in Peru during the 19th and early 20th centuries. Using primary and secondary sources, I find that geography imposed difficult transport challenges on Peruvians during this period. There were no navigable rivers in coastal and highland regions, railroads were scarce and most roads were inadequate for wagons, sometimes even for horses and mules. As a result, transport costs were extremely high, which constituted a barrier to trade, reduced gains from specialisation and retarded economic growth. Therefore, high transport costs seem to be one important factor in explaining the low income levels of Peru in the early 20th century in spite of the country's large endowments of natural resources.

This study aims to answer whether empirical records confirm the existence of a secular decline in the terms of trade affecting primary producers (the Singer–Prebisch hypothesis). The paper analyses the evolution of the terms of trade for agricultural and food products in the second half of the 20th century. We obtain sixty new real price indices for internationally traded agricultural products. We conclude, from a long-term perspective, that the deterioration in the terms of trade for agricultural and food products was strong and clear in the second half of the last century. In general, less processed products suffered a very heavy fall in their real prices. However, there was no continuous and persistent deterioration in the terms of trade either as a whole or for the great majority of the agricultural and food product groups (with the exception of natural rubber, textile fibres and other raw materials). Rather, this deterioration occurred in stages.

The literature on Anglo-South American trade during the first half of the 19th century has taken British exports for granted. There are no specific considerations of textile exports, which were the backbone of British trade to the continent. Accordingly, when explaining the growth of British exports, historians have paid tribute solely to economic developments in South America. Important developments taking place in Britain have long been neglected. This paper provides the first account of the impact that improvements in the packing of textiles to protect against seawater damages had on British exports to distant markets, focusing on the particular markets of Chile and the River Plate c.1810-1859.

This paper reviews the analysis of technological change by cliometricians. It focuses on lessons about total factor productivity (TFP) from growth accounting and on aspects of social capability that are conducive to the effective assimilation of new technology. Key messages are that when TFP growth is very rapid this typically involves reductions in inefficiency not just technological advance and that even really important new technologies have small initial effects on aggregate productivity. Incentive structures matter greatly for the adoption of new technology, but social capability is not independent of the technological epoch as the information and communications technology (ICT) era has emphasized to Europeans.

The impact that the new energy source, electricity, had on the economic growth of a number of countries –USA, UK, France, Italy, Spain and Canada– characterised by their different coal endowments is the principal objective of this article. The new energy, amongst its other advantages, reduced the dependence on natural resources of coal as it could be generated out of different primary energies: namely water or coal. In order to assess the importance of this reduced dependence, a coal-and-electricity energy database is presented for all six countries. We show that the relative prices electricity-coal were low in countries with poor coal endowments, and we find that there was a negative relationship between relative prices electricity-coal and economic growth. Moreover, there was a relationship between the industrial electrification process in countries with no coal deposits and their investment process, their labour productivity increase, their economic and manufacturing industry growth, and the structural change they underwent.

Metropolization is not a new phenomenon: metropolises have been around for centuries. The prime and permanent function of a metropolis is the coordination of economic activities at a world scale. This function has been applied to different activities in history, depending on technological conditions and economic organization, and consequently it generated different forms of metropolises. The resulting continuities and discontinuities in the metropolises' evolution can be understood in terms of agglomeration economies. In the pre-industrial period, the trading metropolis coordinates long range trade. The industrial revolutions generate new needs for coordination of production and give rise to the manufacturing metropolis. Finally, the information revolution and the emergence of the post-industrial economy create the global metropolis.