One of the most important problems in the study of economic development is the role of technological change in the growth process. My dissertation is an analysis of some of the major variables which influenced the timing of the invention, adoption, and diffusion of the compound marine steam engine. The problem was divided into three parts: (1) all those variables pertaining directly to the invention of the engine, and the very first effects on the cost structure of the steamship industry; (2) the role of the compound marine steam engine in the growth of the German merchant fleet, 1872–1887, with special emphasis on the diffusion of the invention and its productivity effects; and (3) the effect of the compound steam engine on the sailing ship component of the German merchant fleet.

I am going to begin by asking a theoretical question or, if this term appears too ambitious, I am going first to circumscribe by way of generalization the role of business administration in economic development. In the second instance the hypotheses so gained will be tested through application to the history of American banking administration between 1780 and 1914. However, before starting on this task we must agree about the terminology to be used, since the word “administration” may connote either a series of actions, namely, the practice of administering something, or the personnel which professionally administers, say, a business enterprise or a public agency or the like. The same holds true mutatis mutandis of the term “management” which in this paper will have a specific meaning. I am going to apply both connotations to the terms administration and management, but in such a way that no misunderstanding is possible.

Apprenticeship was, at one time, the foremost means of acquiring skill in North America and Europe. Today it is rare in North America for reasons that are not well understood. I draw on the population of apprentice contracts signed in Montreal over a 50-year period to pinpoint the start of the decline and explore its origins. I find that the decline began around 1815. During its first phase masters responded to greater difficulties in contract enforcement. A direct effect of the rise of larger establishments on the market for apprentices appears later, in the late 1820s and 1830s.

Until the close of the Civil War, shipowning was one of the principal forms of capital investment along our northern seaboard. Gradually, investors found other outlets for their surplus wealth in government funds, in bank and insurance stocks; in railroads, and in factories. Although its relative importance had declined, shipowning reached its peak on the eve of the Civil War. After that, it declined sharply.

The point of departure of this dissertation is the observation that, over the entire period for which statistics are available, regional differences in income per capita in Canada have remained unchanged. Five commonly recognized regions of the country are considered: the Maritimes, Quebec, Ontario, the Prairie Provinces, and British Columbia. Official statistical series show that the relative levels of income per capita in the five regions have been about the same in recent years as in the late 1920's, when the series begins. In a world of continuous change there may be no single expected trend of regional income differentials, but convergence does seem to be a common pattern among the industrially advanced nations of the world.2 The Canadian experience is sufficiently interesting to call for further examination. The dissertation summarized here begins this examination in two ways: estimates of regional per capita income are made for some years prior to the beginning of the official series and a preliminary examination of some important factors influencing regional income differences is begun.