Suchergebnisse

Did preparations for the Second World War account for the precipitous drop in the growth rate of Soviet industrial production from 10–12 percent per annum in the period 1928–1937 to only 2–3 percent per annum in the period 1937–1940? According to some who study the Soviet economy the answer is "yes." This view has been succinctly expressed by Stanley Cohn: "After 1937, the rising spectre of Hitler forced the Soviet leadership to shift resources into armaments on a massive scale. As a result, the growth rate fell drastically to 3.6 percent per year between 1937 and 1940." Such a sequence of events, however, has never been empirically demonstrated. The purpose of this paper is to investigate formally the validity of this explanation, via aggregate production functions, particularly of the CES (constant elasticity of substitution) variety, as well as to explore an alternative hypothesis, espoused, among others, by Naum Jasny, Alec Nove and Warren Nutter. This hypothesis stresses a domestic factor as the major contributor to the disruption in industrial production: namely, the impact of Stalin's terror in the form of chaos-producing political purges.

As a nation becomes economically developed, the pace of development usually tends to vary between sectors and between regions of the nation. Industrialization usually involves more rapid growth and technological change in some industries than others. Often regional specialization accompanies industrialization, and, in fact, can become an important determinant in the industrialization process. With differential growth among industries, and increasing regional specialization, the performance of the factor markets in mobilizing and reallocating capital and labor among industries and regions becomes extremely important.

The dominance of steam over sail was not finally established on long distance routes until the 1880's. When it came, steam's triumph was due primarily to the adoption of the high pressure compound engine, a marvel of its day and one of the major engineering achievements of the nineteenth century. Yet within two decades experiments were being undertaken with two forms of marine propulsion—the steam turbine and the marine diesel—which were to render the compound engine uncompetitive over a wide range of uses. An experimental steam turbine was built by Parsons in 1884 and an improved design powered the Turbinia in 1894. The heavyoil or diesel engine was first adapted for marine propulsion in 1902. In 1910 a Dutch tanker, the Vulcanus, was fitted with a 450 BHP engine and in 1911 Burmeister & Wain began constructing the first ocean going cargo liner, the Selandia. By the early twenties steam turbine and diesel were replacing conventional steam vessels. Above all, the inter-war years witnessed the success of the marine diesel (motorship) which was adopted, particularly by European shipowners, for the propulsion of a wide variety of ship types and sizes.