The thesis reports on research into the processes and effects of the amalgamation of agricultural holdings in Scotland between 1968 and 1973. Through the use of information from the Agricultural Census, it was possible to measure with considerable accuracy the rate at which agricultural holdings were amalgamating, and also to describe the socio-economic characteristics of the participating holdings. This showed that the process of amalgamation was particularly rapid in certain parts of Scotland and also among large and owner-occupied holdings. A programme of field investigation was carried out during 1974 to explain these patterns. A sample of over one hundred amalgamations in several contrasting regions of Scotland was selected using a method of cluster analysis. The analysis of the results from these investigations has provided explanations of these concentrations of amalgamating. Further investigation revealed the criteria by which amalgamation was favoured as a means of expanding a farm, and this demonstrated a weakness in the model of decision-making presently incorporated in the theory of innovation diffusion. A refinement to that model is presented. The extent of the planning preceding an amalgamation, and the changes in the way the land of the expanding holding is used after amalgamation, are also analysed. Since the amalgamation of holdings is actively supported by a system of official financial aid, there is a preliminary analysis of the use made of this aid. Consideration is given also to the broader background to structural change in British agriculture, with particular concern for the reasons which may be advanced for promoting structural change.

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The geological history of Greece has produced a generally highly indented coastline, with many islands lying in the neighbouring seas; some coastal areas, however, feature long stretches of high cliffs, or of sandy shallows. Marine erosion has further developed coastal indentation, and has produced many typical erosion features. Sea currents around Greece, which are governed by the inflows of water into the Mediterranean at Gibraltar and at the Hellespont, are regular, owing to the weakness of Mediterranean tides, and are strongest in straits and off major headlands. The Greek climate is also regular, falling into two distinct seasons; summer features strong, regular, northerly winds, clear skies, and great heat and drought, while winter is typified by eastwards-moving depressions which bring strong, stormy, and unpredictable winds, as well as cloud and rain, especially in coastal areas, where winds blowing off the sea meet land barriers (ch.1). Such topographical, oceanographic, and meteorological conditions meant that headlands and straits were areas of particular navigational difficulty. Yet these same conditions entailed a ready availability of shelter, in natural harbours, in river mouths, and behind promontories and islands. Areas composed of unbroken cliffs, or of flat, featureless shallows, on the other hand, afforded no such shelter (ch. 2). The physical environment thus also strongly influenced the routes taken by mariners, especially with regard to the degree to which ships 'hugged the coast'. Headlands and islands were the principal points at which major changes of direction were made, and, along with some other prominent topographical features, took on the role of milestones and landmarks, for which they were well suited. Incidental structures such as towers, tombs, and temples, took on similar roles, and were particularly important in inshore navigation. Where, due to distance or darkness, terrestrial landmarks were not visible, sailors' knowledge of other aspects of the physical environment was of paramount importance for safe and successful navigation (ch. 3).

This is an area of high relief in the north, with a large section lying 2500's to the south of the Pass of Killiecrankie. 1500' is reached at only a few points. The underlying rooks are mainly metamorphic and the highly resistant quartzites form the most conspicuous elements of the landscape such as the barrier at the Pass of Killiecrankie. Three large rivers set the main drainage pattern, the Garry flowing mainly east to west and forming a wide strath to the north of Killiecranki and the Tummel and Tay which join to form a long broad valley running in a north-south direction. This region has been heavily glaciated and a great deal of drift, remains on the valley sides. Fluvio-glacial terraces form distinctive features on slopes in the main valleys, and morainic material is found, in the minor valleys in the north. Recent alluvial deposition has, formed extensive haughland in the Tusnmel-Tay valley in particular. On the uplands of the north particularly, snowfall is heavy in winter. The valley floors are very often affected by frosts in spring and autumn which in earlier years had a considerable effect on sowing and harvesting of crops. The valley settlement tends to be protected from certain winds, bat the valleys channel and emphasise strong winds to the detriment of the forests. This is essentially a region of valley settlement, which depends to some extent in the Tumael-Tay valley on the older fluvio-glacial terrace and also on the lower river terraces with an upper limit at 800', in. the north in Glen Fender and Glen Tilt settlement occurs at over 1000'. The population has declined uniformly throughout the area except in Moulin Pariah which includes Pitlochry; here the population has increased considerably. This decline is attributed to an 18th century drain of men to war service, to the changes in far, techniques and the dispersal of the over-populated farm-towns involving the movement away from the area of the surplus population. The Wade military road was the first improvement in communications. In late 18th Century considerable improvements were carried out on other roads. The opening of Dunkeld Bridge in 1808 opened up the country to through coach traffic. With the through railway free Perth to Inverness opened in 1863 the tourist trade wan finally established. But the insistence of the then Duke of Atholl that this railway should run on the opposite side of the river from Dunkeld to its decline. During most of the 18th century the run-rig system prevailed through the estates. Improvements wore initiated towards the end of; the 18th Century and the dispersal of the farmtowns ensued. Tenants were forced by their leases to maintain proper rotation and methods of husbandry. The amalgamation of holdings has continued during the 19th and present centuries, until in some parts several farms are held by one person. The uplands carry considerable sheep but in the Forest of Atholl sporting interests for a time Prevailed:at present both forms of occupation are practised. At the beginning of the 18th century only indigenous oakwood and birch wore found in Atholl. Important new species were introduced at this time in the larch and spruce. Towards mid-Century afforestation was commenced in the policies at Dunkeld and Blair. After 1774 the upper limit of afforestation was pushed continuously higher until in 1815 areas over 1500' were planted. Considerable experimentation went on between 1774 and 1830 with the different species of trees, and larch, spruce and Scots fir were finally placed on the soils and at the altitudes for which they are still recommended. During this period too, the larch was tried as ship-timber, and for the-first time ships, such as a Naval frigate, were built wholly of this wood. From 1774 to 1830 over 27,000,000 trees were planted. This felling of these trees was carried out in ensuing years. In mid-19th century new outlets were found for larch timber in manufactured articles such as sheep-hurdles, and in timber for railway sleepers. In late 19th Century new areas wore opened up for plantations around Blair particularly, but with the prevalence larch disease few of this species were planted. New species such as- Douglas fir and, Japanese larch wore introduced, and at the beginning of the 20th Century the hybrid larch were discovered at Dunkeld and much planted thereafter. Very heavy felling of the woods went on during both World wars, and with heavydeath duties levied on the estate re-afforestation was not fully carried out. These private estate woodlands were lately dedicated and a full re-afforestation, thinning and felling programme can now be maintained.

As early as the Middle Ages, maritime trade played an important part in the economy of the northeast of Scotland. Trading links existed with other ports along the east coast of Scotland, with northern Europe and the Baltic. Aberdeen was already the most important burgh of the region and was recognised as one of the four most important towns in the country. As the economy of the region expanded and developed in the centuries which followed, the importance of marine transport grew as did the role played by Aberdeen within the northeast of Scotland. The importance of marine transport in earlier centuries lay in the fact that it was usually the simplest and most economical means of transporting goods at a time when overland communication was poor and expensive. Many burghs grew up (or were established) at suitable coastal locations in order to take advantage of this facility. The control of maritime trade lay in the hands of the merchants of the various burghs although a network of merchants and chapmen was also to be found inland. As the economy of the region expanded from the 17th century onwards, the merchants in the coastal burghs had the financial resources and expertise to play a major part both in industrial development and in the establishment of new trading links to a wide range of countries. Nevertheless, the coastal trade along the east coast of Britain came to dominate the shipping industry of the northeast, and overseas trade became increasingly concentrated at the major harbours. The expansion of the shipping industry required new financial investment in harbour facilities although the considerable sums involved meant that any major developments took place only at the larger burghs. The shipbuilding industry also expanded, and much effort went into making sea transport safer.

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