Abstract
Skip Fischer has suggested that maritime historians often fail to situate their studies ‘within the broader debates that animate discussion and research in the larger [historical] profession’.1 While this may be true of many branches of the history discipline — Fischer cites Atlantic and gender history as examples — it is not so applicable to business history, a vibrant field that has long had an important maritime dimension. This is evident in the contributions of Francis Hyde, Peter Davies and Sheila Marriner — the Liverpool School of maritime business history — to our understanding of the role that companies play in the process of economic development.2 It is also apparent in works relating to the development and regulation of shipowning as a specialist activity in particular localities during the early stages of industrialization in Britain.3 Building on, and combining, these two perspectives on the business of shipping, Gordon Boyce devised a ‘complementary yet alternative framework to Alfred D. Chandler’s transaction cost approach’.4 This alternative lay in Boyce’s focus on British shipping, which introduced a non-American, service sector element to the literature on patterns and processes of economic growth, which had hitherto been dominated by discussions relating to manufacturing industries in the USA. Others have followed in Boyce’s wake, with the work of Gelina Harlaftis and John Theotokas on family enterprise in the British and Greek shipping industries offering a notable European insight into the field as it has moved beyond the Harvard School and Chandler’s paradigm.5
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Notes
L. R. Fischer (2011) ‘Are We in Danger of Being Left with our Journals and Not Much Else? The Future of Maritime History’, Mariner’s Mirror, 97, pp. 366–81.
See, for instance, F. E. Hyde (1975) Cunard and the North Atlantic, 1840–1973: A History of Shipping and Financial Management (London: Macmillan);
P. N. Davies (1973) The Trade Makers: Elder Dempster in West Africa, 1852–1972 (London: Allen & Unwin).
S. Ville (1987) English Shipowning During the Industrial Revolution ( Manchester: Manchester University Press);
R. Craig and R. Jarvis (1967) Liverpool Registry of Merchant Ships ( Manchester: Manchester University Press for the Chetham Society).
G. H. Boyce (1995) Information, Mediation and Institutional Development: The Rise of Large-scale Enterprise in British Shipping, 1870–1919 ( Manchester: Manchester University Press ).
G. Harlaftis (1993) Greek Shipowners and Greece, 1945–1975: From Separate Development to Mutual Interdependence ( London: Athlone Press);
G. Harlaftis and J. Theotokas (2004) ‘European Family Firms in International Business: British and Greek Tramp-Shipping Firms’, Business History, 46, pp. 219–55. For a recent appraisal of how business history has evolved since Chandler
see W. A. Friedman (2010) ‘Business History, Post-Chandler’, in G. Harlaftis, N. Karapidakis, K. Sbonias and V. Vaiopoulos (eds) The New Ways of History: Developments in Historiography ( London and New York: Tauris Academic Studies ), pp. 146–65.
R. Davis (1962) The Rise of the English Shipping Industry in the Seventeenth and Eighteenth Centuries ( London: Macmillan ), pp. 102–04.
S. Palmer (1990) Politics, Shipping and the Repeal of the Navigation Laws (Manchester: Manchester University Press);
P. L. Cottrell (1981) ‘The Steamship on the Mersey, 1815–1880: Investment and Ownership’, in P. L. Cottrell and D. H. Aldcroft (eds) Shipping, Trade and Commerce ( Leicester: Leicester University Press ), pp. 137–63;
Boyce (1995) Information, Mediation.
G. Boyce and S. Ville (2002) The Development of Modern Business ( Basingstoke and New York: Palgrave Macmillan ), p. 2.
P. L. Payne (1974) British Entrepreneurship in the Nineteenth Century ( London: Macmillan ), p. 17.
J. F. Wilson (1995) British Business History, 1720–1994 (Manchester and New York: Manchester University Press), 49, pp. 119–20;
see also A.C. Storarr and K.C. Pratt (2000) ‘Accountability vs Privacy, 1844–1907: The Coming of the Private Company’, Accounting, Business and Financial History, 10, pp. 259–91.
Ibid., p. 54; H. A. Shannon (1933) ‘The Limited Companies of 1866–1933’, Economic History Review, 4, p. 302.
P. L. Payne (1967) ‘The Emergence of the Large-Scale Company in Great Britain, 1870–1914’, Economic History Review, 20, p. 520.
D. J. Starkey (1996) ‘Ownership Structures in the British Shipping Industry: The Case of Hull, 1820–1916’, International Journal of Maritime History, VIII, pp. 71–96.
J. M. Bellamy (1979) The Trade and Shipping of Nineteenth Century Hull ( Hull: Hull University Press ), pp. 49–50.
B. Dyson (1998) ‘The End of the Line: Oswald Sanderson, Sir John Ellerman and the Wilsons of Hull’, in D. J. Starkey and A. G. Jamieson (eds) Exploiting the Sea: Aspects of Britain’s Maritime Economy Since 1870 ( Exeter: University of Exeter Press ) pp. 59–78.
See also J. Harrower (1998) The Wilson Line: The History and Fleet of Thos. Wilson, Sons & Co. and Ellerman’s Wilson Line Ltd. ( Gravesend: World Ship Society);
M. Barnard (2005) ‘Local Providers of International Shipping Services, 1840–1916’, in D. J. Starkey and M. Hahn-Pedersen (eds) Bridging Troubled Waters: Conflict and Co-operation in the North Sea Region since 1550 ( Esbjerg: Fiskeri-og Søfartsmuseet ) pp. 307–30.
R. Robinson (1996) Trawling: The Rise and Fall of the British Trawl Fishery ( Exeter: Exeter University Press ), p. 114.
A. D. Chandler (1994) Scale and Scope. The Dynamics of Industrial Capitalism ( Cambridge, Massachusetts and London, England: The Belknap Press of Harvard University Press ), p. 286.
G. Jones and M. B. Rose (1993) ‘Introduction’, in G. Jones and M. B. Rose (eds) Family Capitalism ( London: Frank Cass ), p. 4.
P. Scranton (1991) ‘A Review of Scale and Scope’, Technology and Culture, 32, p. 1104.
J. Brown and M. B. Rose (1993) ‘Introduction’, in J. Brown and M. B. Rose (eds) Entrepreneurship, Networks and Modern Business (Manchester: Manchester University Press), p. 1; also cited in Wilson British Business History, p. 3.
G. M. Atwood (1988) The Wilsons of Tranby Croft (Cherry Burton: Hutton Press), p. 15; Dyson ‘The End of the Line’, p. 62.
See M. J. Wiener (1981) English Culture and the Decline of the Industrial Spirit ( Cambridge: Cambridge University Press);
A. Sampson ( 1962, repr. 1982) Anatomy of Britain ( London: Hodder & Stoughton);
C. Barnett (1986) The Audit of War. The Illusion and Reality of Britain as a Great Industrial Nation ( London: Macmillan).
See also W. D. Rubinstein (1994) Capitalism, Culture, and Decline in Britain, 1750–1990 ( London: Routledge ), p. 16.
Rubinstein Capitalism, Culture; W. D. Rubenstein (1990) ‘Cultural Explanations for Britain’s Economic Decline: How True?’, in B. Collins and K. Robins (eds) British Culture and Economic Decline (London: Weidenfeld & Nicolson), pp. 59–90.
Jones and Rose, ‘Introduction’, p. 8; M. B. Rose (1994) ‘The Family Firm in British Business, 1780–1914’, in M. W. Kirby and M. B. Rose (eds) Business Enterprise in Modern Britain: From the Eighteenth to the Twentieth Century ( London: Routledge ), pp. 61–87.
P. Larkin (1988) ‘Bridge for the Living’, in A. Thwaite, Philip Larkin: Collected Poems ( London: Faber and Faber ), p. 203.
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© 2012 Michaela G. Barnard and David J. Starkey
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Barnard, M.G., Starkey, D.J. (2012). Private Companies, Culture and Place in the Development of Hull’s Maritime Business Sector, c.1860–1914. In: Harlaftis, G., Tenold, S., Valdaliso, J.M. (eds) The World’s Key Industry. Palgrave Macmillan, London. https://doi.org/10.1057/9781137003751_12
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