Geography Reference
In-Depth Information
Institute of Statistics in 1897 by P. G.
Craigie, head of the Statistical Service of
the British Board of Agriculture, the fig-
ures reflect the improvement in estimates
made after 1850, which occurred in step
with growing global competition, state
interest in agricultural policy and what we
now call “food security,” more accurate
and comprehensive statistical collections
by individual nation-states, and greater
European collaboration in collecting and
sharing statistics via the International
Institute and other bodies. Craigie's esti-
mates were accepted by the French Minis-
try of Agriculture as sufficiently accurate
to publish them in its report on the state of
French agriculture in 1897.
28. P. J. Atkins, “The Growth of Lon-
don's Railway Milk Trade, c. 1845-1914,”
Journal of Transport History
4 (1978): 208-
26; D. Taylor, “London's Milk Supply,
1850-1900: A Reinterpretation,”
Agricul-
tural History
45 (1971): 33-38; O. Fanica,
“Du lait pour la capitale: La production
laitière autourde Paris (1700-1914),” in
Acteurs et espaces de l' l'élevage (XVII
e
-X X I
e
siècle): Évolution, structuration, spécialisa-
tion,
ed. P. Moriceau and J.-M. Madeline,
Bibliothèque d'histoire rurale (Rennes:
Presses Universitaires de Rennes, 2006);
R . Perren,
The Meat Trade in Britain,
1840-1914,
Studies in Economic History
(London: Routledge and Kegan Paul,
19 7 8).
29. R . M. Schwartz, I. Gregory, and
J. Márti-Henneburg, “History and GIS:
Railways, Population Change, and Agri-
cultural Development in Late Nineteenth
Century Wales,” in
GeoHumanities,
ed.
M. Dear, J. Ketchum, S. Luria, and
D. R ichardson (London: Routledge,
2010), 251-66.
30. For a fuller discussion, see Schwartz,
“Rail Transport,” 234-37; R . Perren, “Mar-
keting of Agricultural Products,” in Col-
lins,
Agrarian History,
254-55; Turnock,
Historical Geography,
254-55.
31. A lthough examining Wiltshire
would take us to Jefferies's backyard, the
data needed for that county have not yet
been added to our database.
32. GWR is arguably the tool of choice
here and in other situations when the re-
lationships under investigation are likely
to vary across a study area, as was true of
wheat growing in Dorset.
33. For our French GIS, Thevenin has
recently created estimates of real travel
costs from each commune in France to its
nearest station, but they were not avail-
able at the time of writing. See Thomas
Thevenin and Robert Schwartz, “Mapping
the Distortions in Time and Space: The
French Railway Network, 1830-1930,”
His-
torical Methods Newsleter
(forthcoming).
34. The limited number of units (thir-
ty-three) that comprise the Côte-d'Or
cantonal database makes the application
of GWR analysis unfeasible at this point in
our research.
35. The average is the mean distance
from each commune in a canton to the
nearest station. his is a beter measure
than the distance from the center or seat
of a canton alone, because the accessibility
of outlying communes would be ignored.
It was a state priority to open a station in
each cantonal seat (
chef-lieu
).
36. Schwartz, “Rail Transport,” 239-
45, 247-50.
37. Robert M. Schwartz, “Agricultural
Change and Politics in Late Nineteenth
Century Britain: The Enquiries of Two
Royal Commissions, 1879-1897,” in
Ag-
ricultural Enquiries in Nineteenth Century
Europe,
ed. Nadine Vivier (forthcoming).
38. N. Brenner, “Between Fixity and
Motion: Accumulation, Territorial Orga-
nization and the Historical Geography of
Spatial Scales,”
Environment and Planning
D: Society and Space
16 (1998): 459-81;
M. Bloch, “A Contribution towards a
Comparative History of European Societ-
ies,” in
Land and Work in Medieval Europe,
