What is it to wear a uniform? Some occupations involve enforced adoption of a uniform, the police and armed services most obviously. Yet other occupations—such as management consultants—adopt styles or codes of dress that, while not enforced, have a currency and coherence such that we might think of them as a tacit uniform. Why—and to what effect—do some occupational groups voluntarily adopt tacit dress codes? This essay will explore those questions in relation to depictions of English traveling salesmen from the start of the nineteenth century to the eve of World War II. Representations of English traveling salesmen (“commercial travelers” in British parlance, the usage that will be adopted hereafter) frequently highlighted their physical appearance and in particular their modes of dress, showing remarkable continuity, certainly across the greater part of the period covered here.

In 1906, a writer declared that it remained an “unsolved problem whether the automobile is to prove a fad like the bicycle, or a lasting factor in the industry of the country.” A few years later, concerned with the possibility of overproduction and market saturation, auto executives and other commentators were writing articles for the advertising trade press with titles like “Why Auto Production Must Be Curtailed” and “The Fading of the Automobile Rainbow.” Considering that by the early twenty-first century, the United States had a population of nearly 300 million people and an average of 2.1 registered motor vehicles per household, it is difficult to appreciate how uncertain the industry’s status seemed in its early years. Yet although contemporary observers may not have known it, in many ways by the end of 1908 the foundation stoneswere already in place for a hundred years of automotive economic and cultural preeminence in the United States. Two events from that year are well known as harbingers of the industry’s future. In September, General Motors was established, and in October, Ford introduced its Model T to the nation's auto dealers. In time, these developments had a profound impact on American automobile manufacture and management.

The 1960s proved to be a crucial decade for the emergent Italian fashion industry. In these pages, we seek to demonstrate that in Italy, an evolution of demand took place, structurally different from the Fifties, causing fundamental changes which impacted upon supply. This was a decisive change in the path which led Italy to complete the establishment of an authentic fashion system.

Interest in the question is two-fold. The formalization of relations between players in the Italian fashion industry using systematic logic facilitated the positioning of the made in Italy brand at the pinnacle of the world market: understanding the underlying mechanism of this process is useful for the identification of the characteristics of an Italian model, distinct from those of other countries which make up the history of the fashion industry. Analyses of the reference settings and development methods of the Italian fashion system can represent a further key to understanding the characteristics and the context in which the social transformation of post-war Italy took place.

Unlike its automobile or electronics industries, Japan's pharmaceutical industry did not become a global leader. Japan remains a net importer of pharmaceuticals and has introduced few global blockbuster drugs. Alfred Chandler argued that Japan's pharmaceutical firms remained relatively weak because Western firms enjoyed an insurmountable first first-mover advantage. However, this case study of the anticancer drug sector illustrates that Chandler's explanation is incomplete. Japanese medical culture, government policy, and research environment also played a substantial role in shaping the industry. In the 1970s and 1980s, these factors encouraged firms to develop little few effective drugs with low side effects, and profit from Japan's domestic market. But, these drugs were unsuitable to foreign markets with more demanding efficacy standards. As a result, Japan not only lost more than a decade in developing ineffective drugs, but also neglected to create the infrastructure necessary to develop innovative drugs and build a stronger pharmaceutical industry.

The article reconstructs the history of the Italian state-owned holding Finmeccanica, which since its birth in 1948 lived through a number of corporate reorganizations (shipyards, automobiles with Alfa Romeo, energy) and is now one of the leading European companies in aerospace and defence. With reference to the history of the Italian state entrepreneurship, this case may be paradigmatic of the advent of a new era, characterized by partially privatized enterprises in sectors considered strategic which are successful in the international arena (Finmeccanica, ENI). The article shows that the aeronautics, space and electronics divisions began in the 1950s and as a result of their technological characteristics were kept relatively free from political interference, with a strong propensity to pursue internationalization and thus competitiveness. The conclusion is that, under certain conditions, state ownership may result effective in ensuring not only adequate financial resources, but also a proper managerial governance.