The most curious of the detractors of classical economics said it was the work of Scots, Jews, and subversives. The charges were meant to turn back the movement toward the free market, but there was some truth in them. Classical economics did begin in Scotland, Ricardo was Jewish, it was the policy of the Parliamentary Radicals, and it did threaten some major institutions. The paper describes how and to what effect these facts were used by men who each for his own reason did not like the market.

This article assumes that the only effect of slavery was the relief of a labor constraint facing individual farmers, and shows the conditions under which slavery would increase the share of agriculture in total output, reduce the size of the market for, and the incentive to invent and innovate, new farm machinery. Two farm models are developed, one with a fixed laborconstraint, the other with a rising labor supply-curve; these are contrasted with a third model of an unconstrained farm. The constrained (free labor) and unconstrained (slave labor) models successfully predict several salient differences between northern and southern agriculture and industry.

This seeks to examine the thesis of family limitation in pre-industrial England proposed by E. A. Wrigley on the basis of birth intervals evidence in his famous 1966 paper, “Family Limitation in Pre-industrial England.” A simulation model of a stochastic reproductive system is used to investigate the possible effects of a variety offerees acting on birth intervals. It is argued that although the Wrigley hypothesis remains plausible it is likely that he has exaggerated the role of birth control.

This article analyzes aspects of secular urban growth in two systems of cities in the mid-Atlantic states. One system centers on New York City; the other on Philadelphia. The author finds that the growth oi New York's hinterland was an important factor in explaining that system's relatively rapid expansion through the War of 1812. In subsequent years, this situation changed; basing his analysis on cross-sectional data, the author shows that relatively simple patterns of development gave way to complex situations shaped by the differential impacts of transportation, manufacturing, and commerce on these two urban systems.

Scholarship on African “underdevelopment,” its antecedents, manifestations, and consequences, is now limited in focus and method. This article suggests a broader approach and emphasizes insights that might come from combining aspects of economic anthropology with analysis of institutions. A modest case study then sketches some monetary perceptions and policies of Tanganyika's colonial bureaucracies (German and British) and their reception by Tanganyika's diverse population. Indigenous reaction to alien media was rational within a neo-classical tripartite demand-for-money framework. The combined consequences of all parties'actions for both the territory's “underdevelopment” and “under-growth” receive final but not definitive scrutiny in the last section.

This paper examines the workings of the Imperial Russian gold standard, presents annual estimates on money supply under three definitions, and compares changes in money with changes in gold reserves, finding no relation. The Russian monetary system was insulated from gold movements in at least seven ways, of which three were accidental and four were deliberate. The article concludes on a note of speculative skepticism about the macro-economic significance of the rate of monetary growth, and of the gold standard itself, during the period.

This paper analyzes 1850 cost data for a sample of 36 steamboats operating on five routes. The results indicate no economies or diseconomies of scale. Substantial differences in the cost per ton-mile are found between routes. These differences are largely explained by differences in capacity utilization.

Aside from their studies of the iron industry, historians have given relatively little attention to the non-household manufacturing industries of colonial America—perhaps, many would say, for the very good reason that there was not much activity along these lines before the conjuncture of the American and the Industrial Revolutions. Yet there were manufactures that reached significant volumes for those times. One of these was the colonial shipbuilding industry which not only provided most of the vessels that carried North American commerce with the West Indies and the Old World but also provided the capital starved colonies with a significant export. In spite of its importance this trade has not received much attention from modern economic historians, including those who deal with the balance of payments. One reason is, perhaps, that the British government in the eighteenth century did not consider colonial built ships as foreign in any sense and did not regard their transfer to metropolitan ownership as “imports.” Thus the values of such transfers were not included in the Inspector-General's accounts of imports from the colonies nor were any other records kept of them, except for the ship-by-ship entries in the Registries of Shipping (which for the most part have not survived).