INVESTMENT
U.S. bogy
The recent Chrysler/Rootes deal, discussed elsewhere in these pages, has again revived the usual talk of American financial encroachment—not least among our Labour politicians. They raised a similar sort of fuss, it will be remembered, when American Ford increased its stake in U.K. Ford from 55 to 100 per cent, a few years ago.
Similar heartburnings were caused in France last year when Chrysler took over control of Simca, and the French government actually stepped in to put to stop to the deal when they heard that U.S. General Electric was after a stake in Machines Bull, the big electronics firm. But the significant thing to note about the last affair is that the French government eventually relaxed their opposition and allowed a modified arrangement to go through.
For the facts are simple enough. American capitalism is in search of outlets for its capita], and in many cases European firms have not sufficient resources of their own to finance their expansion. Yet expand they must if they are not to be left behind in the race for sales and profit. Bootes with Chrysler’s resources behind them are a far different proposition than they were on their own—for years, in fact, the speculation has been whether they could really survive for long against the bigger units of BMC, Vauxhall, and Ford. Similarly, Machines Bull plus General Electric is in a vastly stronger position to face up to IBM and Elliott than it was on its own. To see the facts as they really are, it is only necessary to observe that IBM’s turnover is twenty times that of Machines Bull; that National Dairy Products, an American milk firm, has a bigger turnover than I.C.I.; that United States Steel produces more steel than the whole of West Germany; that the turnover of General Motors is greater than the whole of the “gross national product” of Holland, and its profits bigger than the national product of Eire.
One way or another, American capital will keep coming into Britain and Europe. Capitalism hates a vacuum. As usual, it is bigness that counts, and bigness that will win the day. And, just as important for European capitalism, if one country refuses it—it will go elsewhere. Modernisation of the Moselle
STEEL
The Moselle canal
The recent opening of the Moselle canal is a wonderful example of the hard economic facts behind politics.
Just as German capitalism always had envious eyes for the iron ore of French Lorraine, so did French industrialists seize every opportunity to lay their hands on the iron and coal of the Saar. In 1920, the Versailles treaty gave France control of the Saarland for 15 years—as well as handing back Lorraine. In 1945, again, the Saar was incorporated in the French zone of occupation; later, in 1947 it was set up as an independent state though linked economically to France. In 1950, France granted it complete self- government—but in return for its coal output (15 million tons) for fifty years.
Came the Common Market. In 1956, French capitalism was forced to play yet another hand. In return for the handing back of the Saar to Germany, the latter was to participate in the canalisation of the Moselle. By this hard bargain—for both sides—barges of 1,500 tons are now able to travel 170 miles from Thionville to the Rhine, and French steel will be selling more cheaply in South Germany than even Ruhr or Saar steel. The greatest opposition to the canalisation of the Moselle came from the Ruhr steelmakers—it is easy to see why.
So determined was France to get the project through, and so reluctant the Germans, that even with the Saar thrown in the French government had to pay £48 million towards the project, compared with Germany’s £22 million. But already they are planning to extend the canal southwards to Metz and Nancy. Eventually, the plan is to link the Rhine with the Rhone and form one great waterway between the Mediterranean and the North Sea. With huge barges plying along this thousand mile canal, transport costs will be cheapened for French industry in particular. Already German, Dutch and Belgian shippers are competing with their French counterparts for traffic, and the German and French railways threatening to cut their tariffs.
Under capitalism the big get bigger, and the small are forced more and more to the wall. At first sight, there seems little connection between Chrysler moving into Rootes and 5,000 ton barge convoys moving along the Moselle. But the connection’s there alright. Just call it size—plus the prospect of profit.
Stan Hampson
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