Dan Bogart

Did the Glorious Revolution Contribute to the Transport Revolution? Evidence from Investment in Roads and Rivers

Transport infrastructure investment increased substantially in Britain between the seventeenth and eighteenth century. This paper argues that the Glorious Revolution of 1688-89 contributed to transportation investment by reducing uncertainty about the security of improvement rights. It shows that road and river investment was low in the 1600s when several undertakers had their rights violated by major political changes or decrees from the King. It also shows that investment permanently increased after the Glorious Revolution when there was a lower likelihood that undertakers had their rights voided by acts. Together the evidence suggests that the political and institutional changes following Glorious Revolution made rights to improve infrastructure more secure and that promoters and investors responded to greater security by proposing and financing more projects.

Did Turnpike Trusts Increase Transportation Investment in Eighteenth-Century England?

Turnpike trusts were private organizations that financed road improvements by levying tolls and issuing mortgage debt. They were established by Acts of Parliament throughout the seventeenth, eighteenth, and early nineteenth centuries. The acts transferred authority from parishes to a body of trustees, composed of local landowners and merchants. Parishes financed road improvements with local property taxes; but they could not levy tolls. This article uses a new data set to show that turnpike trusts increased road expenditure, rather than replacing existing or forthcoming parish expenditure. It also illustrates how institutional changes contributed to the process of economic development in England.

Nationalizations and the Development of Transport Systems: Cross-Country Evidence from Railroad Networks, 1860–1912

Many states nationalized portions of their railroad network between 1860 and 1912. This article uses new cross-country data to examine which factors contributed to nationalizations and how nationalizations influenced network expansion. I find evidence that nationalizations were greater in countries with low constraints on the executive branch, with French and German civil law systems, and where neighboring countries had higher military capability. I also find evidence that nationalizations reduced mileage growth. The results suggest that external military threats increased the appeal of nationalizations, while legal and political institutions influenced their costs. They also suggest that nationalizations reduced investment incentives.

Making property productive: reorganizing rights to real and equitable estates in Britain, 1660–1830

Between 1660 and 1830, Parliament passed thousands of Acts restructuring rights to real and equitable estates. These estate Acts enabled individuals and families to sell, mortgage, lease, exchange and improve land previously bound by inheritance rules and other legal legacies. The loosening of these legal constraints facilitated the reallocation of land and resources towards higher-value uses. Data reveal correlations between estate Acts, urbanization and economic development during the decades surrounding the Industrial Revolution.

Turnpike trusts and property income: new evidence on the effects of transport improvements and legislation in eighteenth-century England1

Numerous Acts of Parliament changed the financing of transport infrastructure in eighteenth-century England. This paper examines the economic effects of turnpike acts, which greatly improved road infrastructure by introducing tolls. It shows that turnpike trusts increased property income in local areas by at least 20 per cent. The findings shed light on why local property owners promoted and managed turnpikes. They also show that turnpike trusts accounted for at least 20 per cent of the total growth in real land rents between 1690 and 1815, and added at least 1.65 per cent to national income in 1815.

Engines of Growth: The Productivity Advance of Indian Railways, 1874–1912

Railways were integral to the development of the Indian economy before World War I. This article presents new estimates of total factor productivity (TFP) for railways from 1874 to 1912, which highlight the strong performance of this key industrial sector. Railway-industry TFP growth was substantial averaging 2.3 percent per year and generating a 2.7 percent social savings for the Indian economy. A combination of factors contributed to TFP growth including greater capacity utilization, technological change, and improvements in organization and governance. Railways had higher TFP growth than most sectors in India and compared favorably with TFP growth in other countries.

Railways in Colonial India: An Economic Achievement?

This chapter reviews the economic performance of Indian railways in particular the development and organization of the network, the trends in railway performance, the effects of ownership and regulatory policies, and the impact of railways on the Indian economy. We highlight four main points. First, the Government of India had a strong influence on railways from the beginning, but the Government’s role increased as railways were gradually nationalized over time. Second, the performance of Indian railways can be classified into two periods: pre-1920 and post-1920. There was a trend to higher output, productivity, and profits between 1850 and 1919, but after 1920 there was a leveling off. Fares and freight charges exhibit similar patterns, declining from 1850 to 1919 and then rising somewhat until 1940. Third, dividend guarantees were a key feature of the early era of private ownership. We argue that guarantees weakened incentives to lower costs, but they also encouraged rapid railway development. We review the relationship between Government of India ownership and operating efficiency. Perhaps surprisingly we find that state ownership reduced operational costs. Finally, there is clear evidence that railways increased market integration and raised incomes, but the magnitude of the effect and the precise mechanisms are still in doubt.

Estate Acts, 1600 to 1830: A New Source for British History

A new database demonstrates that between 1600 and 1830, Parliament passed thousands of acts restructuring rights to real and equitable estates. These estate acts enabled individuals and families to sell, mortgage, lease, exchange, and improve land previously bound by landholding and inheritance laws. This essay provides a factual foundation for research on this important topic: the law and economics of property rights during the period preceding the Industrial Revolution. Tables present time-series, cross-sectional, and panel data that should serve as a foundation for empirical analysis. Preliminary analysis indicates ways in which this new evidence may shape our understanding of British economic and social history.

Off the rails: Is state ownership bad for productivity?

The performance of Indian railways in the nineteenth century provides a great context to study the effects of state ownership on productivity and other aspects of firm operations. We rely on a key feature of the institutional background whereby the colonial Government of India purchased a majority ownership stake in private railways at predetermined dates set by contracts negotiated decades before the companies came under state ownership. Controlling for individual railway fixed effects, year fixed effects, and railway-specific time trends, we find no evidence of a decline in TFP following state takeovers of private companies. Instead of reducing productivity, as the recent experiences with privatization would suggest, we find that the Government of India maintained productivity when it became the owner of railways. Government ownership influenced certain areas of operations such as the capital-labor ratio, but not others such as fares. Our results point to the conditions where state ownership is no worse than private ownership in terms of productivity.

Party connections, interest groups, and the slow diffusion of infrastructure: Evidence from Britain's first transport revolution

Economic and political interests often block or delay infrastructure improvements. This paper examines their effects by studying Britains river navigation improvements in the early 1700s—a subject of intense lobbying in parliament. It shows that stronger party connections and influence in neighboring areas likely to oppose or support projects affected whether a town got a river navigation act. Their estimated effects are comparable to geography and town economic characteristics in magnitude, and help explain whether towns were blocked from getting navigation improvements. The findings address institutions following the Glorious Revolution, and broader issues concerning infrastructure, technology diffusion, and political connections. This article is protected by copyright. All rights reserved.