By Sir Alec Cairncross
A suite of Sir Alec Cairncross' most vital contributions to the commercial heritage of the post-1939 interval, fiscal principles and executive coverage demonstrates a willing perception into the altering position of the economist and the transformation of the industrial panorama. studying the broader view and long term matters desirous about post-1945 economics, the textual content encompasses a evaluate of a few of the commercial principles that experience prompted the British executive because the battle.
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Additional resources for Economic Ideas and Government Policy: Contributions to Contemporary Economic History
The Focke-Wulf which is said to have been superior to ‘later marks of Spitfire’ was no better than the Spitfire IX, to say nothing of later Marks. 7 But with a great deal of what he says about the wartime aircraft industry I am in substantial agreement. There were great variations in efficiency among the firms and, within the firms, in different aspects of their work. Rolls-Royce stood out as one of the few British firms in any industry that understood research and development; and their chairman, Ernest Hives, had a remarkable flair for judging the potentialities of an engine.
He found himself in a formal meeting with three Air Commodores and three Group Captains who rejected his request for information on the following grounds: 1 Since requirements are determined by D of E and MAP have to accept them, stocks figures have nothing to do with MAP. 2 Even if they were the concern of MAP, regular stocks figures were not available, and would be very difficult to collect. 3 Even if they were available they were out of date, unrepresentative, inadequate and meaningless. 4 Even if they were not statistically inadequate, we should be so unfamiliar with them that we would misinterpret them.
17 WARTIME AND AFTER co-ordinating on such an enormous scale. How was it possible to control the flow of materials, components, and labour to match the requirements of the assembly factories and avoid bottlenecks? How was it possible to adapt the flow of finished aircraft to the requirements of the Air Ministry? How were the production programmes constructed and how were they changed when requirements changed? How were existing designs modified and how were new aircraft introduced? I cannot hope to deal with all these questions in one article.