Suchergebnisse

AbstractThis collection of articles combines a set of works that study the contribution of transport infrastructure to the process of state building in different countries in Western and Central Europe. The focus and the themes treated vary, but have two common denominators: firstly, they are based on either completely original, or previously little-used, primary sources; and secondly, each work reveals new ways of interpreting how transport networks have shaped the territories into which they were introduced. Each article is an example of the wealth of potential approaches available and also helps us to interpret the processes involved in state building, which are a necessary precedent to European Integration (EI). To put the seven works that make up this special issue into context, I shall start this introduction by examining three aspects that complement them. I shall firstly clarify what we mean by EI. Secondly, I shall examine whether EI processes existed prior to the creation of the institutions that were set up after World War II to promote integration. Then, thirdly, and finally, based on the previous analyses, I shall look at the emergence of a railway network in Europe and the role that the European states played in this process. The fourth section will present the articles.

This collection of articles combines a set of works that study the contribution of transport infrastructure to the process of state building in different countries in Western and Central Europe. The focus and the themes treated vary, but have two common denominators: firstly, they are based on either completely original, or previously little-used, primary sources; and secondly, each work reveals new ways of interpreting how transport networks have shaped the territories into which they were introduced. Each article is an example of the wealth of potential approaches available and also helps us to interpret the processes involved in state building, which are a necessary precedent to European Integration (EI). To put the seven works that make up this special issue into context, I shall start this introduction by examining three aspects that complement them. I shall firstly clarify what we mean by EI. Secondly, I shall examine whether EI processes existed prior to the creation of the institutions that were set up after World War II to promote integration. Then, thirdly, and finally, based on the previous analyses, I shall look at the emergence of a railway network in Europe and the role that the European states played in this process. The fourth section will present the articles. ; I am grateful for the Jean Monnet Project, Erasmus+, European Union. Ministry of Science, Spain.

The contributions to this special issue share important themes and methodologies in their quest to explicate economic development and its effects. Nonetheless, each area under examination has its own peculiarities and warrants its own scope of analysis. The result is a special issue that pursues an innovative line of research, exploring parallels and contrasts in economic growth and inequality based on new data at the regional, rather than simply the national, level. ; The authors are grateful to the following institutions for their financial support of the research in this special issue of The Journal of Interdisciplinary History: (1) European Union (EU— Jean Monnet Action); (2) ICREA—Generalitat de Catalunya; (3) MINECO CSO2015-65733-P, CO2015-65049-C2-1-P, ECO2015-71534-REDT; and (4) Fundación BBVA.

AbstractGIS 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.

The current work models urban growth in the continuous built-up areas of 47 Spanish cities from the mid-nineteenth century through to the present day. We did this by compiling a comprehensive Geographic Information System (GIS) dataset, based on a series of historic maps and aerial images, and then used this to study urban growth and to make spatial comparisons. Our chosen indicator of expansion: population density, was calculated by dividing the total population of each city (based on its municipal area) by its built-up area during each period. Our results revealed four different stages of growth, each of which was characterised by a certain political and economic reality. They showed the clogging up of the walled city, the shaping of the urban ensanches, the maturity of the compact city and the process of metropolisation.

AbstractThe initial period of construction of the Spanish railway network is often criticized for its radial structure, centered on Madrid. In this article, the authors describe the role of the state during the initial stage of railway network construction and confirm that although the political will to construct a centralist network certainly influenced its morphology, other social and economic criteria were also influential. With regard to the political motives behind the radial network, the authors argue that part of this interest could have come in response to perceived needs to strengthen the presence of the Spanish state throughout its national territory and to promote a process of state-building. Finally, it must be stressed that the central hypothesis of our article is that the radial structure of the network was a natural consequence of the strategic geographical position of the country's capital and of the distribution of economic activity within Spanish territory. The article proposes two methodological approaches for evaluating the extent to which the radial design of the network was justified, bearing in mind the locations of Spain's most productive regions. The results of these two exercises suggest that the radial configuration with which the Spanish rail network was originally designed probably arose naturally as a result of the distribution of economic activity within the country and of the relative advantage that this bestowed on certain regions due to their geographic position.

The initial period of construction of the Spanish railway network is often criticized for its radial structure, centered on Madrid. In this article, the authors describe the role of the state during the initial stage of railway network construction and confirm that although the political will to construct a centralist network certainly influenced its morphology, other social and economic criteria were also influential. With regard to the political motives behind the radial network, the authors argue that part of this interest could have come in response to perceived needs to strengthen the presence of the Spanish state throughout its national territory and to promote a process of state-building. Finally, it must be stressed that the central hypothesis of our article is that the radial structure of the network was a natural consequence of the strategic geographical position of the country's capital and of the distribution of economic activity within Spanish territory. The article proposes two methodological approaches for evaluating the extent to which the radial design of the network was justified, bearing in mind the locations of Spain's most productive regions. The results of these two exercises suggest that the radial configuration with which the Spanish rail network was originally designed probably arose naturally as a result of the distribution of economic activity within the country and of the relative advantage that this bestowed on certain regions due to their geographic position. ; Funding: University of Lleida and Spanish Ministry of Science.

This article uses the evolution of the railways to examine the relationship between the level of economic integration and external political influences in the Balkans over a period of 150 years. The analysis focuses on two key themes: the long-term spatial evolution of the railway network and external influences on this infrastructure. To undertake this territorial analysis, we first established a Historical Geographical Information System (HGIS) that allowed us to interpret data on the evolution of the railway network and then related this to other data on themes such as changing international borders and the nationality of investment. ; We would like to acknowledge the help that we received from the referees and Dr Toader Popescu and to thank them for their comments on this article. The research leading to these results was provided by the Ministerio de Economia y Competitividad (grant number CSO2015-65733-P); the EU (Jean Monnet grant number 586912-EPP- 1-2017-1-ES-EPPJMO); and ICREA, Generalitat de Catalunya (grant number 2013-2017). This work was carried out while Jordi Martí-Henneberg was a visiting scholar at the Department of Geography, University of Cambridge

AbstractThis study explores the relationship between railroad integration and regional development on the European periphery between 1870 and 1910, based on a regional data set including 291 spatial units. Railroad integration is proxied by railroad density, while per capita GDP is used as an indicator of economic development. The period under study is of particular relevance as it has been associated with the second wave of railroad construction in Europe and also coincides with the industrialization of most of the continent. Overall, we found that railroads had a significant and positive impact on the growth of per capita GDP across Europe. The magnitude of this relationship appears to be relatively modest, but the results obtained are robust with respect to a number of different specifications. From a geographical perspective, we found that railroads had a significantly greater influence on regions located in countries on the northern periphery of Europe than in other outlying areas. They also helped the economies of these areas to begin the process of catching up with the continent's industrialized core. In contrast, the regions on the southern periphery showed lower levels of economic growth, with this exacerbating the preexisting divergence in economic development. The expansion of the railroad network in them was unable to homogenize the diffusion of economic development and tended to further benefit the regions that were already industrialized. In most of the cases, the capital effect was magnified, and this contributed to the consolidation of newly created nation-states.