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The earliest human societies relied for their subsistence on the hunting of animals and the gathering of food. The small bands of people who lived together pursuing these activities appear to have been the prototype of all human organisation. Hunting and gathering was the predominant type of social organisation until perhaps 12,000 years ago. Tools and weapons were not made of metal till around 4,000 B.C., the plough was not in use until about a thousand years later, and iron tools and weapons were not used until around 1,000 B.C. (Lenski and Lenski, 1978). The history of the human race has been intextricably bound up with that of engineering when this is very broadly defined as the making of tools and other contrivances as aids and adjuncts to life. From the Stone, Bronze and Iron Ages at one end of human experience to the Steam, Jet, Atomic and Computer Ages at the other, technical‐engineering achievements have defined and delimited whatever is possible for human beings. Thus throughout the long historical transition from a predominantly agricultural to a predominantly industrial society engineers, or rather anyone whose principal activity was making and tinkering with three‐ dimensional artefacts, played a crucial role.

Economics and economic history, general history and sociology have all usefully informed debates about the decline of the British economy relative to those of other nations, and useful contributions have also been made by political scientists, psychologists, students of industrial relations and of management and organisational behaviour. However, the most fundamental contributions have generally come from the three major disciplines of economics (with economic history), general history and sociology. Unfortunately habits and traditions peculiar to these disciplines have sometimes been unhelpful to processes of approaching comprehensive understanding. Further, interdisciplinary discussions and controversies have sometimes produced a certain amount of ‘noise’, even on some occasions where agreement on substantive points has been considerable.

This paper will offer answers or partial answers to the following three questions. How important should manufacturing be for the United Kingdom (UK)? If it is relatively important, and if the UK fails to satisfy its own expectations regarding manufacturing performance, why is this the case? And what, if anything, should be done about it?

Research into different British and Western European engineering traditions, and how these have influenced the formation of engineers in North America, Japan and elsewhere since the nineteenth century.

Of the three ‘pillars of sustainability’, railways’ initial focus was on the economic pillar, having been developed in the nineteenth century to enable economic development and having struggled in the mid-twentieth century to maintain their economic sustainability in the face of competition from road and air transport. From the 1960s onwards, increased focus on and concern about social and environmental sustainability, together with rail’s comparatively high capacity and low environmental impact, has led to renewed interest in the role of rail in passenger and freight transport. Providing the necessary railway system capacity to enable a significant modal shift from air and (especially) road transport requires major investment, and there is a trade-off between the economic sustainability of these investments and the resulting social and environmental sustainability benefits. However, the railways should also benefit from the increased revenue resulting from improved services and could be supported by additional financial incentives to encourage modal shift. Similarly, there are different philosophies of and approaches to timetable planning and development, ranging from making the most economically sustainable use of resources to the provision of high-frequency, integrated ‘clockface’ timetables, providing passengers and freight users with an attractive range of travel and transport opportunities. Future sustainability, capacity, timetabling and other aspirations are set out in the Rail Safety and Standards Board’s Operational Philosophy for the GB Mainline Railway: these aspirations were developed in the context of Britain’s heavy rail system but are also more generally applicable.

Offers a fairly general discussion of the significance of ageism in work and employment and then proceeds to suggest that labour process researchers might very usefully pay some attention to it. Writers about the labour process tend to emphasize the issue of labour exploitation and gender and race discrimination but, to some extent, seem to overlook the problem of ageism in work and employment. In this context, considers the character of links between a number of economic and social phenomena and ageism, namely life cycles, divisions of labour, managerialism and industrialization. Specific aspects of ageism in the UK are discussed and the need for debate and policy formulation about the issue of ageism is called for.