Earnings and Prices, 1904, 1914, 1937–8 Get access A. L. Bowley A. L. Bowley Search for other works by this author on: Oxford Academic Google Scholar The Review of Economic Studies, Volume 8, Issue 3, June 1941, Pages 129–142, https://doi.org/10.2307/2967598 Published: 01 June 1941
Characteristics of the occupation, 460. — The three markets studied, 464. — Occupational characteristics of weavers, 465. — The pattern of weaving experience, 472. — Job changes made by weavers, 1926–35, 476. — Shifts between textile industries, 483. — Work of weavers during the World War period, 483. — Geographic movement, 484. — Conclusions, 485.
Journal Article The Variation in Wage Ratios: Comment Get access Frank L. Kidner Frank L. Kidner University of California Search for other works by this author on: Oxford Academic Google Scholar The Quarterly Journal of Economics, Volume 55, Issue 2, February 1941, Pages 314–318, https://doi.org/10.2307/1882065 Published: 01 February 1941
STATISTICIANS are familiar with the moving average. For example, when monthly prices are given, it may be desirable to eliminate the seasonal variation. The average of the monthly prices for a calendar year may be found, then the average of the prices from the February of this year to the January of the next, then from March to February, and so on. Each average thus formed involves just once each of the twelve months; and such averaging would seem a good method for eliminating the effects of the seasonal cycle. A question, however, arises: When we take out one cycle, such as the twelve-month cycle, are we likely to put in another cycle, with substantial waves? Under certain conditions, the answer is: Yes. But to understand why such an unwelcome cycle intrudes itself, some explanation is required. As a basis for studying cycles, it is often assumed that data contain an additive chance constituent. That is, it is assumed that the rth measurement Ur may be analyzed thus:
The paper reviews the Transportation Act of 1940 which added water carriers to the list of domestic commercial transportation agencies subject to regulation by the Interstate Commerce Commission (ICC); only airlines remain under separate authority. Railroads, pipelines, motor carriers and water lines are now unified and centralized on a pattern similar to earlier rail statutes. Maximum, minimum, and exact rates and charges of these agencies are now subject to ICC control. This is the first time that a national transportation policy governing all agencies subject to ICC has been enacted. The creation of a temporary Board of Investigation and Research to study the relative economy and fitness of each mode of transportation is another major feature of the Act. Additional responsibilities of the temporary board include: the extent government has subsidized or otherwise aided transportation, the amount of taxes levied upon transportation by all government units, and any other matter likely to lead to improvement of transportation conditions. Numerous changes are also made by the Act in the Interstate Commerce Act, it modifies legislation governing land-grant rate reductions and loans by the Reconstruction Finance Corporation to railroads.