The economics of slavery in the United States has long been a subject of great interest to historians, but the use of bondsmen in southern industries has been little studied. Professor Starobin not only provides new information on industrial slavery, but also offers important conclusions concerning the profitability, efficiency, and viability of this “peculiar institution.”

Recent studies of the progressive era by Gabriel Kolko and Robert Wiebe have proven that much reform legislation was supported by many of the interests against which the bills were ostensibly written. Professor Caine shows that, in at least one important state, railroads fought reform bitterly, accepting the principle of regulation only when conservative administration of the Railroad Regulation Act of 1905 offered them unexpected protection from progressive reformers.

After initial widespread use of private cars under the “common road” concept of early railways, railroad-owned freight cars predominated from the 1840's through the 1860's, except for a short-lived boom in cars owned by “fast freight” lines. From this time on, however, the percentage of private cars has increased as railroads refused to build specialized freight cars because of high initial costs, rapid technological obsolescence, outside pressure, and managerial shortsightedness.

Little has been known of the role of Nuremberg in the international economy of the Middle Ages. In this pathbreaking study, Dr. von Stromer details the acquisition of the city's extensive trade privileges and economic influence and reveals that it came as the result of a conscious economic policy, planned and executed by the leading families of the city.

In the manner of the Creole tradesmen of Louisiana, whose lagniappe to their patrons is legendary, the Editor offers a similar bonus to readers of the Review. Instead of trifling presents added to a purchase, however, our lagniappe will be notes and documents illustrative of the evolution of business enterprise.