This book is an in-depth case study of the Furness Withy and Co Shipping Group, which operated both tramp and liner services and was one of the five major British shipping groups of the early twentieth century. It demonstrates how British shipowners of this period generated success by exploring Christopher Furness’ career in relation to the social, political, and cultural currents during a time of tremendous shipping growth in Britain and the establishment of some of the largest shipping firms in the world. It approaches the study from three angles. The first analyses how the Furness Group expanded its shipping activities and became involved with the industrial sector. The second illustrates the organisational and financial structure of the enterprise. Finally, the Group’s leadership and entrepreneurship is scrutinised and placed within the wider context of twentieth century British business. The case study begins in 1870, with an introduction explaining how Christopher Furness came to join the family company, Thomas Furness and Co. in order develop services, expand, and instigate the changes and mergers that brought the Furness Group into existence. There are thirteen chronologically presented chapters, a bibliography, and seven appendices of data including an ownership timeline, tonnage statistics, acquisitions, a list of maritime associates, and a timeline of Christopher Furness’ life. The book concludes in 1919 with the de-merging of the Furness Group’s shipping and industrial holdings, the resignation of the Furness family from the company’s board, the sale of their shares, and the move into managing the firm’s industrial interests.

This study of shipping makes visible a sector that has led European economic growth for centuries, yet rarely appears in business or economic histories.

This open access book belongs to the Maritime Business and Economic History strand of the Palgrave Studies in Maritime Economics book series. This volume highlights the contribution of the shipping industry to the transformations in business and society of the postwar era. Shipping was both an example and an engine of globalization and structural change. In turn, the industry experienced and pioneered, mirrored and enabled key developments that led to the present-day globalized economy. Contributions address issues such as the macro-level shift of shipping’s centre of gravity from Europe to Asia, the political and legal frameworks within which it developed, the strategies and performance of both successful and unsuccessful firms, and the links between the shipping industry and the wider economy and society. Without shipping and its ability to forge connections and networks of a global reach, the modern world would look very different. By bringing together scholars from various disciplinary and national backgrounds, this book advances our understanding of the linkages that bind economies and societies together.

First Published in 1992. This is a collection of eight articles covering different elements of organisational capability and competitive advantage. The areas included are managerial enterprise, Corporate Strategy and accounting, the influence of the Trade Mark, a look at the marketing case study of the Ferranti Group, history of Japan's Post-war steel industry, American graduate business schools and responses to market for corporate control in 1950s Britain.

During the 1920s, the "black decade" of British steel, nearly everyone agreed that the industry's revival depended on replacing obsolete equipment and instituting modern technologies that would increase production and decrease costs. Despite consensus, these goals were not reached and, even after wartime and postwar reconstruction needs were met, the industry continued its steady decline. Steven Tolliday advances three hypotheses for this stagnation. First, the problems of British steel, Tolliday suggests, were embedded in the structures of individual firms and of the industry as a whole--both unchanged since the prosperous years of the nineteenth century--and after World War I fractured by conflicting interests (share holders, managers, family members, bankers, creditors). Second, the two external institutions that might have enforced reorganization and modernization--the banking system and the government--were overcautious, had complex and contradictory goals, and lacked the management skills to exploit their potential financial leverage. Third, the many attempts at reform by banks and government collapsed because these establishments, like the industry itself, were constrained by traditions and antiquated structural rigidities. This excellent example of a new direction in business history--analysis of a given industry by conveying the interaction of technology, markets, companies, financial institutions, and government--brings many important theoretical questions into focus and also contributes substantially to the scrutiny of specific problems, such as why the British economy appears to be in irrevocable decline.

Aristotle Onassis was the most famous shipowner of the twentieth century. He became the archetype and image of the ship-owning magnate, the symbol of Greek enterprise on a global scale. What distinguished him from the rest was that he created the shipping business of the new global era, combining the European maritime tradition and the American institutions and resources. Almost all books written on Onassis focus on his lifestyle and personal life. This is the first book examining all aspects of his multi-faceted global business activities in the shipping, airline and oil industries. It is based on the newly-formed Onassis Archive comprising thousands of new and unpublished files of his core business. Contributors are: Alexandra Papadopoulou, Amalia Pappa, Maria Damilakou, Lars Scholl, and Christos Tsakas.

Buy E-Book of Entrepreneurship Development Book For MBA 1st Semester of Anna University, Chennai