What will be the outcome of the present war, is a question often asked, but seldom answered.
If we are to take a long view of the present conflict, several factors have to be borne in mind. These are—the capitalist nature of present-day society, the geographic factor, industrial power, the new factor, air power, and past developments viewed in perspective.
The capitalist nature of present-day society is a fact. No thinking person nowadays denies that we live in a capitalist era, where goods are produced for profit, where the worker is a mere instrument of production, a seller of labour-power, receiving in return for the expenditure of his energies a wage or salary which, with any allowances he may receive in the shape of free milk, allotments, free holidays, etc., is just about enough to keep him in that state of efficiency which will enable him to perform his work satisfactorily. Practically the whole mechanism of production is carried through by large combines, and these in turn are owned and controlled by often anonymous shareholders. The combine is brought into being as a rule in order to eliminate competition, thus London Transport, the monopolist London traffic combine, and United Dairies, which has now bought out most of the smaller dairies and occupies the dominant position in London and the outlying area. In passing, it should be noted, that it is the introduction of petrol and the development of road transport which has enabled the combine owners of huge petrol-driven milk wagons to obtain their monopolistic hold upon the market and to dictate their terms to the farmer-producers. After the last war there was a fierce struggle between the Shell, the B.P., Standard Oil, and others for the British petroleum market, but finally the smaller companies were forced into the combine, while Russian Oil Products was forced into surrendering a large portion of the market. Finally, B.P. and Shell amalgamated, and thus became the principal competitors of Standard Oil. Then the expensive competition between these two was eased by agreements on quotas, advertising, etc. These are given as examples of the evolutionary development inherent in capitalism to greater and still greater combines.
The mainspring of the economic basis of the modern State is, however, the heavy industry. In this country this is centred in Birmingham, where the ownership of many of the factories is vested in one family, and in the iron and steel mills of South Wales, where again the real ownership and control appears to be vested in very few hands. It is the countries of heavy industry which occupy the dominant place in the world struggle for markets and spheres of influence, as witness Germany, Great Britain and the U.S.A. Russia and Japan are latecomers on the scene, hardly developed as yet, while Japan is mainly a country of light industry—the material factors of heavy industry are wanting. France and Belgium are also heavy industry countries, but on a smaller scale.
Some time before the war, to obviate the intense competition between the two principal European competitors, an arrangement was come to between the iron and steel interests—an arrangement which all good capitalists make from time to time, in order to save the expense of competition and the limitation of profits thereby caused. Such arrangements, in general capitalist procedure, are often the prelude to a combine or amalgamation.
Occupying a slightly different field is the international combine known as
Sofina, owning coal, gas, electricity and tramway undertakings in Europe (France, Spain, Belgium and Germany) and in North and South America. The chairman of the standing committee is an American,
Dannie Heineman, while the other directors are of French, Belgian, British and Italian nationality. Of these, the Rt. Hon. Reginald McKenna is also a director of the Canadian Pacific, the Midland Bank, etc.; Count Volpi, of Venice, is a director of the International Sleeping Car Co. and the Lincolnshire and Central Electric Supply Co., Ltd.; General Sir Hugh Elles is a director of the Pressed Steel Co., Ltd., while Sir Bernard Docker brings the story back to Birmingham with directorships of the Birmingham Railway Carriage and Wagon Co., Ltd., and the Birmingham Small Arms Co., Ltd. ; he is also a director of Guardian Assurance Co., Ltd., the Midland Bank, and Thos. Cook & Son, Ltd. The Guardian Assurance Co., Ltd., has a family relationship with the Times Publishing Co., Ltd., by means of the common directorship of the two companies of Mr. John Walter. Another director of Sofina, Lord Wigram, is also a director of the London, Midland and Scottish Railway and of the Midland Bank. Of the Midland Bank’s directors, Lord Stamp is also a director of Imperial Chemical Industries, L.M.S. Railway, Abbey Road Building Society and the Bank of England. To come back to Sofina—the alliance between gas and electricity is worth noting—in many cases, both originate from coal. Also, when Belgium was invaded, the headquarters of the company was transferred, not to Germany, but to Great Britain.
The ownership of combines appears to be vested in thousands of private shareholders, but as anyone knows, who has inspected the share books of capitalist concerns, while large numbers of private investors hold five and ten shares each, the great bulk of the shares is often held by holding companies, insurance companies and bank nominees, so that the real owners and controllers, in the background can remain more or less anonymous. The Inland Revenue returns, however, disclose the real position. With the passing of each year the private incomes of the wealthy become greater, while the number of people of great wealth becomes smaller. One can almost visualise the eventual passing of the entire productive wealth of a country and its dependencies into the hands of one family or even one man.
Now taking a long look backwards, we find that Great Britain was at one time a country of warring tribes (not warring all the time, of course, the production of food, clothing and shelter was necessarily the principal preoccupation), and each tribe had its strong local patriotism. Such a thing as a United England, with a united English patriotism, could not have been conceived by the people of those times. But eventually—as it happened, by foreign invasion—England was united. Eventually Wales and Scotland were added to the unit. The same process had taken place upon the Continent. The feudal states of Italy were welded into the Italian state. The feudal states of Germany eventually recognised Prussian overlordship. Generally speaking, the principal European states which had now evolved were separated from one another by mountain ranges or sea or river barriers. The fact that within the areas thus enclosed, communication—roads and railways—was relatively easy, was one of the factors which brought about their cohesion as states. Is there any reason why this process of development should stop? We see none. And we see a new factor—the development of air transport and air power. The world has become relatively smaller. A country like Belgium can be traversed in about twenty minutes by air. In these circumstances, small land area units become a hindrance to development. Is it not logical that they should pass under the sway of and become merged in an adjoining land area unit of greater power by virtue of its greater heavy industry ?
For several centuries British policy has been based on the balance of power theory—never allow any power to become predominant on the Continent. Air power, however, has brought a new factor into the picture, and air power is still in the process of Development.
What in all this welter can be the interests of the U.S.A.? It is well known that a large amount of capital is invested by the U.S.A. in Great Britain and on the Continent. Read any speech by any American Government spokesman at, the present time, and .you will almost invariably find a reference to South America. Competition iri South America between British, German and U.S.A. interests is a well-known fact, but the, U.S.A. have been increasing their hold. The lease to them of British naval bases off the eastern, coast strengthens their position. Take a look at your map of the world, and it will be obvious that the greatest competitor which the U.S.A. could have to face in the near future would be a United States of Europe. This, and their capital investments in Europe, dictate their policy.
What of Russia, the land of bureaucratic state capitalism? Ideologically, there is very little difference between Russian “Communism” and German “National Socialism”—many of the German Nazis were recruited from the “Communists.” Were Germany to control Europe, it would not be long before she controlled Russia too. The distances which annihilated Napoleon will have small effect upon modern means of transport. Hence, despite the risk and the probable unwillingness of Stalin to go to war, it is likely that she will, before long, enter the arena. To be dangerously prophetic, one might visualise Europe split into two new land area units, with the line of demarcation at the Rhine—north of the Rhine, Russian Europe, south of the Rhine, British Europe.
How do all the local patriotisms fit into this picture? We have seen that tribal patriotism has given way to State patriotism. As the worker tends to confuse his interests with those of his master, we see no reason why there should not develop a new continental patriotism, after a short period of cohesion and propaganda. Such ideological slogans as “Communism,” “Fascism,” or “Democracy” already provide the groundwork of the new Continental patriotism.
To stretch the vision still further, but in line with the factors we have already mentioned, one can visualise the eventual combination of Europe and Asia (including India and Japan) into one vast Continental State—a similar process in the Americas—thus bringing about the final alignment of forces—the new world versus the old. And just as the industry of the national state is vested in very few hands, and as the tendency is for it to become vested in fewer hands, is it so fantastic to visualise the eventual ownership of the whole world by one family ? Even if capitalism were to develop to this point, there would still exist some workers who would say : “Ah well, you’ve got to have somebody in control—to tell us what to do.” It is safe to assume, however, that long before that time, capitalism will have demonstrated its oppressive nature to such an extent, that the great majority of the workers will be ripe and ready for Socialism.
To the worker these speculations are, of course, only a matter of academic interest. However capitalism settles, temporarily, its differences, the slave position of the worker can only be accentuated with the further development of capitalism. Whether in capitalist national State or capitalist Continent, he will still be a slave to the class which exploits him, he will still suffer from the poverty and its consequences which goes with that condition. The worker must concentrate his attention on the cause of his poverty, the capitalist nature of the world in which we live. Cause and cure go hand in hand—capitalism the cause, Socialism—-in the real meaning of the term—the remedy.
Ramo.
[The above article was written prior to the death of
Lord Stamp.]
