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Rapid inflation, the severe reduction in demand for cars and the resultant over‐capacity, reestablished the importance of price as a competitive weapon in the car market between late 1973 and 1977. In times of steady economic growth the over‐whelming influence of changes in per capita income on car demand tends to relegate the price variable to a secondary position, and often it is almost totally discounted as a major causative variable. However, in a number of ways the state of the market in the mid 1970s has shown the continuing importance of relative prices: the pricing of imports, exports and price competition by domestic manufacturers all being geared to improving a manufacturer's market penetration. Consequently, the pricing decision remains as one of the most important features of competitive strategy and as a major factor in managerial decision making.

The purpose of this paper is to suggest that many of the attempts at explaining the generation of recent price increases reported in the contemporary literature are deficient in that they fail to distinguish between what we may call the mechanics of the inflation process and the underlying causes of the inflation. The point here is that, whereas the mechanical factors may condition the speed, duration, etc. of the inflation once it has begun, they do not have any causative power in their own right. In order to explain the inflation process adequately the initial causal factors themselves have to be isolated. These are more fundamental and incorporate not only economic factors but the whole complex of human behaviour including frustration, expectations, etc.. Since the cure for any disease depends upon a correct diagnosis, it is believed that an illdesigned anti‐inflation package that does not recognise the importance of such underlying causes will not correct the phenomenon and redress the malaise which is currently affecting the world's currencies.

In the British and European motor industry there co‐exist firms which differ widely in size. Given the existence of economies of scale the smaller firms are faced with the problem of survival; more precisely, of being able to charge a premium price to offset higher unit costs. After confirming the existence of scale economies this paper looks at the corporate strategies of smaller firms, but first it is necessary to clarify what we mean by “smaller firms”. In any market for any good where economies of scale exist in its production, firms smaller than the optimum could, if no non‐scale problems exist, be at a cost and, with competition, a profit disadvantage. However, in the motor industry the term “smaller” covers various types of operation.

Profiles the changing face of the UK automobile market 1978‐80. Examines the changing fortunes of the four major British producers – BL, Ford, Vauxhall and Talbot – in the light of political and economic factors and the emergence of increased competition from imports. Outlines methods used by Western Europeans and the Japanese to establish themselves in the UK market and subsequently increase their share of the market. Highlights the weaknesses of UK manufacturers – the limited size of UK plants, a tendency for model overlap and industrial relations problems. Explores the nature of competition in the UK market and the effectiveness of advertising. Concludes that UK manufacturers need to launch products perceived as modern, value for money and reliable if they are to combat the ever‐increasing threat from foreign competitors.

Introduction From the mid to late Seventies imports virtually doubled their share of the British car market. The reasons for this have been subject to a number of enquiries (e.g.) and this article, therefore, restricts itself to an analysis of marketing strategy and, in particular, to the importance of the marketing mix in the UK.

To understand the impact of the new block exemption regulation on distribution and after‐sales services in the automobile industry in the European Union (EU).

Strategic responses of the key actors are predicted with the aid of a developed theoretical framework using institutional, industrial organization, and resource‐dependence theories. Both the theoretical framework and the predictions are then tested on natural data, which was obtained from a survey commissioned by the European Commission.

Supranational regulatory institutions and current industry structure both influence firm strategy. Firms respond by anticipating how the regulatory change may impact the future industry structure.

As data cover a short period after the new regulation, long‐term impact cannot be observed.

Contributes to the understanding of the changing state of automobile‐distribution and after‐sales services in the EU.

Unveils the complex relationships between supranational regulatory institutions, firm strategy, and industry structure.

The considerable attention given to flexible methods of production and work organization as a fundamental determinant of achieving international levels of competitiveness in the manufacturing industry (and of late, in service industries also) in the wake of Japanese dominance over the past two decades has, as a corollary, seen a tendency to neglect the importance of economies of scale (EOS). Despite the indubitable importance of flexibility, argues that EOS remain an essential determinant for cost‐efficient production, and that without sufficient EOS, high levels of flexibility cannot alone translate into world competitive production. Summarizes the reasons for the continued importance of EOS, and provides a discussion on the levels of EOS (in particular, “minimum efficient scale”) that are necessary for efficient automotive manufacturing. It is assumed that EOS are optimal only when a plant is operating at high capacity utilization levels, and that where this is not the case penalties are severe.

There can be no doubt that distribution, in the widest sense of the word, is operating in a rapidly changing environment in the UK new car market. In particular, the supply and stocking systems for new vehicles have been subject to greater change since 1992 than at any time in the past and, it must be emphasized, this change is still ongoing. There has been very little academic research on distribution generally and some of the points drawn from this work in the automotive industry may have viability in other contexts with suitable localization. Summarizes the research carried out in the UK by the International Car Distribution Programme. Shows that some franchises have instituted revolutionary changes while others are more evolutionary. Some would seem to have carefully considered philosophies and strategies while others appear to have more of a “me‐too” approach. Many franchises have introduced central‐stocking systems as the first step in trying to make their supply systems leaner and they have achieved both an increase in customer matching (customers actually getting the exact specification of car that they wanted) and a decrease in stock and costs. Those already operating such systems are making them more sophisticated as time goes on. During the fieldwork for the research some systems had received major updates and others were due to occur in early 1995. There are many different approaches and in the research they have been classified into broadly similar types. The systems operated by some franchises are already pan‐European while others are confined to the UK with continental markets operating traditionally. In addition, wholly new approaches and systems are in the process of being introduced ‐ such as one specialist manufacturer who has introduced a “supply to order” policy. The improvements in distribution efficiency have the potential to provide savings typically of about £150 (but up to £360) per new car sold to the franchise as a whole. In addition there are unquantified benefits from the considerable improvements in customer satisfaction. Part of such savings can be realized by the dealer and part by the manufacturer. Some franchises had already realized large proportions of these savings and benefits before this research took place while others still have opportunities ahead of them and could yet achieve the sort of amounts suggested above.

Many PhD students have strong reading comprehension, but some struggle with how to read critically. The purpose of this study is to understand what reading looks like for PhD students, what they are doing when they read scholarly texts and how they bring these texts to life in meaningful ways.

The authors conducted a self-study using a phenomenological research approach. Five PhD students collected data on their academic reading for three weeks, including the references, purpose for reading, and what they did as part of the reading process. Second, students analyzed their reading processes according to Paul and Elder’s (2006) intellectual standards. Third, students participated in two semi-structured discussions about the standards in relation to doctoral reading.

Reading is inseparable from thinking, with Paul and Elder’s (2006) intellectual standards (e.g. clarity, relevance, logic and fairness) playing an essential role in the academic reading process. Alongside these cognitive aspects of reading, the affective domain also contributes to the reading process.

This study is important because being able to read scholarly work is crucial for completing doctoral programs, conducting research, and publishing. We suggest that just as we need to teach writing, we need to acknowledge that many doctoral students need guidance to read scholarly texts, they need to be educated on the intellectual standards, and supervisors must rest their assumptions about doctoral reading and explicitly teach these processes.

Dr. F. J. H. COUTTS'S report to the Local Government Board on an inquiry as to condensed milks, with special reference to their use as infants' foods, has been issued as No 56 of the new series of reports on public health and medical subjects.