James Taylor – författare

The E30 3 Series was the car that defined BMW more than any other during the 1980s, and it has gone on to become a much-loved modern classic. This book tells the full story of the cars from the time in 1976 when work first began on the successor to the original E21 3 Series. This new book features the story of how and why BMW designed their new compact E30 saloon for the 1980s; the styling, engineering and specification changes introduced over the lifetime of the model. There are full technical specifications, including paint and interior trim choices given along with a chapter on the special US variants. Details of the M3 and the cars produced by the leading German tuners and finally, there is a chapter on buying and owning a BMW E30.

Invested examines the perennial and nefarious appeal of financial advice manuals.  Who hasn’t wished for a surefire formula for riches and a ticket to the good life? For three centuries, investment advisers of all kinds, legit and otherwise, have guaranteed that they alone can illuminate the golden pathway to prosperity—despite strong evidence to the contrary. In fact, too often, they are singing a siren song of devastation. And yet we keep listening.  Invested tells the story of how the genre of investment advice developed and grew in the United Kingdom and the United States, from its origins in the eighteenth century through today, as it saturates our world. The authors analyze centuries of books, TV shows, blogs, and more, all promising techniques for amateur investors to master the ways of the market: from Thomas Mortimer’s pathbreaking 1761 work, Every Man His Own Broker, through the Gilded Age explosion of sensationalist investment manuals, the early twentieth-century emergence of a vernacular financial science, and the more recent convergence of self-help and personal finance. Invested asks why, in the absence of evidence that such advice reliably works, guides to the stock market have remained perennially popular. The authors argue that the appeal of popular investment advice lies in its promise to level the playing field, giving outsiders the privileged information of insiders. As Invested persuasively shows, the fantasies sold by these writings are damaging and deceptive, peddling unrealistic visions of easy profits and the certainty of success, while trying to hide the fact that there is no formula for avoiding life’s economic uncertainties and calamities.

Sexism in the City is the first book to trace the history of women stockbrokers in the United Kingdom from the late nineteenth to the late twentieth centuries. Forgotten pioneers, these businesswomen fought against the odds to establish successful brokerages across the country and in the process, challenged society's beliefs about women and money. The book also tells the story of how the nation's stock exchanges denied them membership for generations, mobilizing increasingly desperate arguments to try to justify their exclusion, until women finally won the right to join the London Stock Exchange in 1973. Though historians have recently reassessed women's role in the development of capitalism, highlighting their roles as investors and entrepreneurs, they have assumed that because women were not members of stock exchanges, they were not active as financial intermediaries until modern times. By spotlighting the lives and careers of women who worked as stockbrokers outside male-monopolized institutions, this book reframes the historical development of finance in several ways. It highlights the extent to which the seemingly gender-neutral institutions and practices of finance were, in fact, based on gendered ideologies and exclusions. It argues that focusing on institutions only reveals part of the financial ecosystem, meaning that we miss what was happening outside the formal market. And it challenges London-centric interpretations of financial history, asking questions about the financial cultures existing outside the metropolis. If we look beyond the official exchanges--and beyond London--a more diverse financial environment comes into view. The history uncovered in Sexism in the City also helps to address problems with financial culture in the twenty-first century. Current reform initiatives are unlikely to succeed unless they acknowledge that for hundreds of years, professional identities and institutional structures in finance have been based on the denigration and marginalization of women. Acknowledging the efforts of those female stockbrokers who challenged misogynistic beliefs and defied men's monopoly of high finance by forging their own careers is the first step towards imagining a different kind of market.

Should businessmen who commit fraud go to prison? This question has been asked repeatedly since 2008. It was also raised in nineteenth-century Britain when the spread of corporate capitalism created enormous new opportunities for dishonesty. Historians have presented Victorian Britain as a haven for white-collar criminals, beneficiaries of a prejudiced criminal justice system which only dealt harshly with offences by the poor. Boardroom Scandal challenges these beliefs. Based on an unparalleled sample of legal cases - many examined here for the first time - James Taylor presents a radical new interpretation of the relationship between capitalism and the law. Initially, there were no criminal sanctions against publishing false prospectuses, concealing losses in balance sheets, and even misappropriating company money. But parliament became convinced of the need to criminalize these practices to protect the culture of stock market investment on which mid-Victorian prosperity increasingly rested. Persuading judges to play along was harder, with many invoking the principle of caveat emptor to exonerate defendants. But by the end of the century, successful prosecutions of company executives were commonplace. These trials performed multiple functions: they stabilized confidence in times of crisis; they dramatized the class blindness of the law; and they were increasingly seen as essential as faith in a self-regulating economy ebbed. The criminalization of fraud, therefore, has far-reaching implications for our understanding of nineteenth-century Britain. It also has relevance today in light of the on-going economic crisis and the issues it raises regarding business ethics and the role of the state.

Invested examines the perennial and nefarious appeal of financial advice manuals.  Who hasn’t wished for a surefire formula for riches and a ticket to the good life? For three centuries, investment advisers of all kinds, legit and otherwise, have guaranteed that they alone can illuminate the golden pathway to prosperity—despite strong evidence to the contrary. In fact, too often, they are singing a siren song of devastation. And yet we keep listening.  Invested tells the story of how the genre of investment advice developed and grew in the United Kingdom and the United States, from its origins in the eighteenth century through today, as it saturates our world. The authors analyze centuries of books, TV shows, blogs, and more, all promising techniques for amateur investors to master the ways of the market: from Thomas Mortimer’s pathbreaking 1761 work, Every Man His Own Broker, through the Gilded Age explosion of sensationalist investment manuals, the early twentieth-century emergence of a vernacular financial science, and the more recent convergence of self-help and personal finance. Invested asks why, in the absence of evidence that such advice reliably works, guides to the stock market have remained perennially popular. The authors argue that the appeal of popular investment advice lies in its promise to level the playing field, giving outsiders the privileged information of insiders. As Invested persuasively shows, the fantasies sold by these writings are damaging and deceptive, peddling unrealistic visions of easy profits and the certainty of success, while trying to hide the fact that there is no formula for avoiding life’s economic uncertainties and calamities.

Long after the Battle of Britain, the aircrews of RAF Bomber Command risked their lives night after night during the Second World War. Over 55,000 of the airmen never returned from these missions; a further 10,000 became prisoners of war. And yet Bomber Command has been mired in controversy and its veterans - all volunteers - have never been awarded a campaign medal. Their crucial contribution to the outcome of the war has all too often been overlooked. BOMBER CREW exposes the bravery of these men using gripping first-person testimony from the surviving pilots and crew. For them this was a time of incredible hardship and adrenaline, courage and friendship, and their stories bear witness to the strength of the human spirit in times of incredible danger. Never before has their story been so vividly told. This is also a revealing look at the history of Bomber Command itself, from the early days through to eventual victory in 1945. From the terrifying action of the bombing raids to the intimate personal accounts of heroism, tragedy and triumph, this is the ultimate account of these brave men and their contribution to the Allied victory.

The third-generation or L322 Range Rover took the Land Rover marque firmly into the luxury market at the start of the 2000s, and set the tone for the models to follow. This book documents the whole story of this milestone model with the aid of more than 200 photographs. It includes: the story of the model’s origins as the L30 project when BMW owned Land Rover; the styling, engineering and specification changes introduced over the lifetime of L322 from 2001 to 2012 and a chapter on the model’s career in the USA. There is an overview of the aftermarket enhancements from the leading specialists of the day.Full technical specifications are given, plus paint colours and interior trim choices and finally there is guidance on buying and owning one of these acclaimed vehicles - the L322 Range Rover.

The 1960s and 1970s were a pivotal period for Ford in Europe and, seen from a British perspective, were a time of experimentation and exploration. At the start of the 1960s Ford had models aimed at just two market sectors – small family saloons and large family saloons – but by the end of the 1970s they were represented in no fewer than five areas of the market with small hatchbacks, small saloons, medium saloons, sporty coupés and large saloons. And they had overtaken all rivals in Britain to be the best-selling manufacturer with (since 1967) the Cortina as the best-selling car. With over 270 photographs, this book details: the Ford company structure, businesses and key locations throughout the two decades; the factors influencing model design, engineering, styling and interior; specification and performance tables; market reception and sales; special editions, models produced overseas and conversions and finally, helpful buying advice for each model.

The Pontons may have been Mercedes-Benz’s bread-and-butter models of the 1950s, but they were vitally important in establishing the marque as a significant player around the globe. Alongside the saloons that made Mercedes famous world-wide for long-lasting and economical taxis, there were exotic two-door cabriolet and coupé derivatives, and the cars’ basic structure was made available too for conversion into ambulances, pick-ups, estate cars and hearses. Not always appreciated is that the 190SL sports model was also derived from the engineering of the Ponton range.The Ponton Mercedes and the 190SL have long enjoyed a strong enthusiast following around the world. Here is their story, from their creation at a time when Mercedes was emerging from the devastation of war, though their success during the German Economic Miracle of the 1950s, to their final days in the early 1960s alongside the first of the ‘Fintail’ models that would eventually replace them. No enthusiast of these widely respected cars will want to be without this book.

Aston Martin broke new ground with the Vanquish at the start of the 21st century, having previewed the model with a fully driveable prototype called Project Vantage at the Detroit Show in 1998. The Vanquish became the company’s new flagship model, with a sleek and readily recognisable shape penned by Ian Callum that would later be further developed for the slightly less expensive (but no less exotic) DB9.The importance of these two models to Aston Martin went far beyond publicity and the company image. For the Vanquish, a completely new and highly advanced body structure had been created, and this was further developed for the DB9 as the VH platform. Deliberately designed to provide flexibility and underpin further new models, this went on to become the basis of every new Aston Martin in the early years of the century. This book tells the complete story of the DB9 and Vanquish, the models that established a new and successful era for the company that made them.

This book is designed to give guidance on the original, ex-factory specifications of the first-generation Range Rovers built between 1970 and 1996. Sometimes known as Range Rover Classics (although the only ones properly so called were built after autumn 1994), these models laid the foundations for the following generations of Land Rover’s world-acclaimed Range Rover. Many of these early Range Rovers fell on hard times as they passed on to third, fourth and subsequent owners. Many were butchered beyond recognition when converted into off-road playthings. But now, more than a quarter of a century since the last examples were built, it is no surprise that enthusiasts have begun to restore examples to their original condition. This has created a demand for accurate information about what that original condition actually was. James Taylor has trawled painstakingly through original documents and examined original vehicles to put together all the known facts in one place. This guide will be essential reading for everyone with an interest in restoring or running one of these iconic models that became the foundation of today’s Land Rover marque.

Like other British motor manufacturers, the Rover Company spent World War II helping the war effort rather than building cars. Bombed out of its original home in Coventry during the Blitz in 1940, it was fortunate in 1945 to be able to move into the new factory at Solihull that it had been managing on behalf of the Air Ministry. The Solihull factory was not only new: it was huge. Its size presented Rover with a welcome opportunity for expansion, but first the company had to get back into the game. With no new car designs ready, Rover’s only option was to re-start production with mildly improved versions of their pre-war models. New models were a long time coming. Early ideas focused on a small economy car, but it soon became clear that this was not what the public wanted. Meanwhile, ambitious plans for a new and ultra-modern car, using mechanical elements that had been under development before the war, had to be put back when there were delays in designing a satisfactory modern body style. As a temporary measure, Rover added their new mechanical elements to modified pre-war style bodies to deliver the P3 models in 1948. The solution was unexpected. Rover’s Chief Engineer had bought a war-surplus Jeep for his own use, and he quickly realised that Rover could easily build something similar that civilian users both at home and abroad would find useful. Combining their new engine with the simplest of chassis and body to save time and costs, Rover had the Land-Rover ready shortly after the new P3 – and its immediate world-wide success took them by surprise. It had plans, too – far too many to put into production. There were gas turbine-powered cars inspired by the company’s wartime jet engine work; there was a hybrid of Rover car and Land-Rover called the Road-Rover; and there were ideas for expanding the existing model ranges and adding more. By 1953, when the story told in this book ends, Rover was ready to introduce new saloons and Land-Rovers that would see it comfortably through the 1950s. Not only had it survived, but it was in better health than ever before.

The BMW E34 5 Series is considered one of the most impressive car designs to come out of the 1980s. The BMW E34 5 Series became the benchmark executive saloon during its eight-year production life, and today enthusiasts still look back on it as one of the high points of the BMW story.The E34 range made its debut in 1988, and built on BMW’s growing success in the medium-sized saloon class. From the start, its makers aimed to seize leadership of the market sector from their arch-rivals at Mercedes-Benz, and to that end they developed a sleek, sporty shape and made the car available with a range of 6-cylinder engines. These included highly regarded diesel types, and later there would be an entry-level 4-cylinder as well. BMW kept the E34 range fresh to the very end, through three major eras of production. The first lasted until 1990, and established the range firmly. The second period, from 1990 to 1992, brought ‘Touring’ (estate) models, 4-wheel-drive variants and advanced new 4-valve engines. Between 1992 and 1996, the third phase brought annual updates, including VANOS variable valve timing and new V8 engines for the top-of-the-range models. In the BMW tradition, these cars combined strong performance with excellent handling, and these qualities were exploited to the hilt by the M5 variants produced by the legendary M Division. Aftermarket tuning specialists made their own contributions, too, adding to the aura of glamour around the E34 range. There were lesser-known elements of the story, too, when BMW used the E34 range for some fascinating experiments with hybrid power systems, a convertible, and a dual-fuel system.

In the late 1960s, the old Rover Company put everything it knew into a complex luxury saloon codenamed P8. At the same time, it planned to branch out into a new sector of the market with a stunningly advanced mid-engined sports car prototype that became a formal project with the codename of P9. However, with the forced merger into British Leyland in 1968, Rover found itself squeezed between Triumph and Jaguar: neither marque welcomed the new sports car, and Jaguar particularly did not welcome the new luxury saloon. Little by little, Rover’s plans were undermined, and in 1970 the sports car was killed off, followed by the luxury saloon, which was axed in 1971, a mere six months before production was due to start. Just a year later, Rover itself ceased to exist as a separate business after a forced merger with Triumph.

When Jaguar’s XJ range arrived in 1968, it quickly established itself not only as a world-beater but also as the central model in the Jaguar range. Riding high throughout the 1970s, it was nevertheless losing some of its appeal by the time Ford bought the Jaguar company at the end of the next decade. These last three generations of the classic Jaguar XJ saloons closed an era in which Jaguar had symbolised the British approach to luxury motoring. That it no longer reflected what many buyers wanted by the end was a sad reflection of the changing times, but cannot take away from the excellence and desirability of the cars themselves. Today increasingly prized by enthusiast owners, these XJs in so many ways show the marque at its peak, and this book highlights why that is so.

The tradition of the two-door luxury car began early in the history of the Rolls-Royce and Bentley marques. In the 1950s, its most famous realisation was the Bentley Continental, but that name was not revived when the new generation of monocoque models arrived in the mid-1960s. Instead, there were near-identical Rolls-Royce and Bentley variants of a stunningly attractive two-door design that came as either a saloon or a drophead coupé. From 1971, the range gained a clearer identity of its own as the Corniche, with a larger and more powerful 6.75-litre V8 engine. The Corniche remained in production for nearly a quarter of a century, during which time it quite literally stood alone as a symbol of wealth and as the epitome of luxury motoring. The drophead models were always the stronger sellers, and Rolls-Royce drew up plans for a new two-door luxury car to replace the Corniche saloons. In practice, the 1975 Camargue would establish its own market, and the closed Corniche stayed in production until 1980. The Camargue was both glamorous and rare, but it had a quite unmistakable presence and gained its own fame as the world’s most expensive production car. This book tells the full story of these iconic ranges, and will be essential reading for owners and admirers of the immortal Corniche and the controversial Camargue.

The BMW E36 3 Series cars were central to the motoring scene in the 1990s. They were launched into a market that expected them to improve on the technology and prestige of their E30 predecessors, and they went on to become BMW’s most successful range of cars yet.From the beginning, a four-door Saloon was planned as the centrepiece of the range. Its siblings were to be a sporty two-door Coupé, a luxurious and fashionable Convertible, and a stylish but not very spacious Touring estate. Later, as BMW decided to investigate the booming market for small hatchbacks, the E36 would be adapted to provide a Compact model as well.The huge success of the M3 high-performance variant of the E30 had left BMW with no option but to follow it with an M3 derivative of the E36 range. The E36 M3 arrived in 1992 and was initially based on the Coupé bodyshell. Later, the range would be expanded to include Convertible and Saloon versions of the M3, too, and then a second-generation model, the M3 Evolution, took centre stage.By the time of the E36 range, the BMW name stood not only for high performance, but for high quality as well. The marque’s strengths were particularly rooted in its engines, and the E36 range showcased a wide variety of technologically impressive types. The mainstream cars had 4- and 6-cylinder types in both petrol and diesel forms, and there were even experiments with engines adapted to run on natural gas.Today, the much-admired E36 has earned its place as an automotive icon, appreciated not only by enthusiasts but also by anyone interested in great design, engineering progress and driving culture. This book is a fascinating exploration of the model’s evolutionary changes and technical advances so, whether you are already a fan or someone who may one day consider owning an E36, you will find a wealth of valuable information and entertainment between these covers.

Endorsed by Australian Physiotherapy Association!APA is the national body for physiotherapy in Australia and is a not for profit membership organisation with 24.4K members. The APA and Elsevier work together on reviewing and endorsing physiotherapy publications that are then promoted to the membership.

An essential reference for health practitioners and students!The Cervical Spine: An atlas of normal anatomy and the morbid anatomy of ageing and injuries is a unique collection of more than 150 anatomical images documenting the development, maturation and ageing of the cervical spine and pathologies associated with ageing and injury.Representing the extensive research conducted by Professor James Taylor into the cervical spine gathered from his study of 266 autopsies over almost a decade, this text is a guide to support the clinical diagnosis of cervical spine trauma and pain.

ALSO AVAILABLE AS A SEPARATE PURCHASE�-

Online Image LibraryThe entire collection of more than 150 images with annotations, extracted from The Cervical Spine: An atlas of normal anatomy and the morbid anatomy of ageing and injuries - an ideal supplement to enhance teaching, study or practice.

This exceptional book is a collection of more than 140 anatomical images documenting the development, maturation and ageing of the lumbar spine and pathologies associated with ageing and injury. It provides a unique guide to support the clinical diagnosis of lumbar spine trauma and pain due to age and injury.

The collection represents the extensive research conducted by Professor James Taylor into the lumbar spine gathered from his study of 266 autopsies over almost a decade. It complements The Cervical Spine: An atlas of normal anatomy and the morbid anatomy of ageing and injuries, based on the same collection.

With legislative changes now making collection of such work impossible in Australia, this book makes a never-to-be-repeated contribution to the understanding of spinal injury and rehabilitation globally, and will be invaluable for patient assessment, diagnosis and treatment.

In the aftermath of the Second World War, the long-established Rover company of Solihull was fighting to survive. It needed a vehicle that would give it an advantage over its rivals. Taking the American Willys Jeep as inspiration, Rover designers came up with a four-wheel-drive utility vehicle that would become an all-time classic. The Land Rover has undergone a number of facelifts in its sixty-year life, but the vehicle still made today is fundamentally very close to the 1948 original. After 1970 the original was joined by a host of other models including the Discovery, Range Rover, and Freelander. This is this story of Land Rover, written by the foremost historian of the make, encompassing all the models and dividing them according to their use. The distinguished histories of Land Rover on expedition, in agriculture, warfare, and in many other fields are told separately.

The red double decker bus is one of the enduring images of London. Although now increasingly replaced by modern bendy buses, the classic rear-entrance double-decker still appears on postcards, keyrings, t-shirts and other tourist souvenirs. Successor to the horse-drawn London buses of the nineteenth century, the B-type double-decker first appeared in the Edwardian period, and was the first in a classic line of London motorbuses. Take a trip back in time to explore the story of the London bus, from horse-drawn to bendy bus. With special attention paid to the much-loved double-decker, the author discusses bus design, manufacture and operation, plus the work of drivers and conductors, making this the perfect celebration of the best-loved bus in the world.

The 1970s was a critical decade for the British motor industry. A downward spiral in industrial relations led to crippling strikes, two major oil crises made thirsty older designs virtually unsaleable, and foreign manufacturers moved in with products that were affordable, reliable and available on demand. Britain's roads became more cosmopolitan than ever, and manufacturers both British and foreign contributed to an array of models that has become symbolic of the era. The Morris Marina, the Ford Cortina, the Vauxhall Chevette; the VW Golf, the Renault 12, the Peugeot 504 – all are fondly remembered to this day, to a degree that might have seemed unlikely at the time of their manufacture. This is a fully illustrated history of the cars – trimmed with chrome and upholstered in leg-scorching vinyl – that were on offer to the British family of the 1970s.

E-type Jaguar; Triumph Spitfire; MGA; Austin-Healey – nobody built sports cars like British manufacturers in the 1950s and ’60s.There was something very special about the combination of low-slung open two-seater bodywork and spartan interior, a slick sporting gearchange and a throaty exhaust note. This was wind-in-the-hair motoring, and it was affordable by the average young man – at least, until he got married and had a family.MG and Triumph stood out as the market leaders, but many other companies thrived, from luxury manufacturers like Jaguar and even Daimler to other more affordable marques. This colourfully illustrated history tells the exciting story of the British sports car in the 1950s and ’60s.

This book presents a rethink on the significance of Thai Buddhism in an increasingly complex and changing post-modern urban context, especially following the financial crisis of 1997. Defining the cultural nature of Thai ’urbanity’; the implications for local/global flows, interactions and emergent social formations, James Taylor opens up new possibilities in understanding the specificities of everyday urban life as this relates to perceptions, conceptions and lived experiences of religiosity. Changes in the centre are also reverberating in the remaining forests and the monastic tradition of forest-dwelling which has sourced most of the nation’s modern saints. The text is based on ethnography taking into account the rich variety of everyday practices in a mélange of the religious. In Thailand, Buddhism is so intimately interconnected with national identity and social, economic and ethno-political concerns as to be inseparable. Taylor argues here that in recent years there has been a marked reformulation of important conventional cosmologies through new and challenging Buddhist ideas and practices. These influences and changes are as much located outside as inside the Buddhist temples/monasteries.