Pont Paul Marie

Paul-Marie Pons; Paul-Marie Pons; June 24, 1904, Longwy - October 24, 1966, Paris - French statesman Known as the author of the plan for the post-war restructuring of the French automobile industry, which got his name
1 Biography
2 “Pona Plan”
3 Results of implementation Plan - 4 Notes - 5 Literature - Biography edit code
Having been educated at the Paris Polytechnic School, he chose the career of a naval engineer. During the German occupation, France was engaged in the production of automobile gas generators. After the Second World War, he was appointed deputy head of the Department of Mechanical and Electrical Engineering Division des Industries Mécaniques et Électriques, Ministry of Industry DIME at that time led by Robert Lacoste,
Pona Plan edit | edit code
This plan was part of a more comprehensive plan for modernization and reconstruction, developed by a prominent economist Jean Monnet, who built his calculations on confidence in the benefits of a planned economy. He envisaged a government-led rationalization of the French automobile industry. At that time, there were 22 car manufacturers that produced cars cars and 28 trucks were deemed excessive; it was assumed that the seven largest enterprises Berliet, Citroën, Ford SAF, Panhard, Peugeot, Renault and Simca will assist each other in fulfilling the common tasks set by the government
It was assumed, for example, that the capacities of Citroen and Renault were sufficient for independent work, while Peugeot should join forces with Hotchkiss, Latil and Saurer Berliet was ordered to form an association with neighbors in the Isobloc and Rochet-Schneider region The two remaining groups of smaller auto manufacturers - UFA Union Française Automobile and GFA Genérale Française de l'Automobile - were to be cooperated under the leadership of Panhard and Simca, respectively, for the production of only two models of passenger cars
The largest and most powerful cars were to be produced by Citroën, which had the Traction Renault and Peugeot model among the blanks, and occupied the middle segment of the market, and Panhard and Simca, whose share was the production of 2- and 4-door versions of the AFG - at that time a rather radical aluminum front-wheel drive car designed by Jean-Albert Gregoire
However, not all events were in accordance with Louis Renault’s plan blamed for collaborationism, lost his company and died under suspicious circumstances in October 1944. His case was transferred to the Resistance Resident Veteran Pierre Lefoche, who, ignoring the Plan, in 1948, in addition to releasing trucks, also began production of a passenger car developed during the war. Renault 4CV Citroën did the same, launching the 2CV; Simca, whose factories were located far enough away and belonged to a foreign company FIAT, also tried not to obey the administrative dictate. However, Peugeot, which produced DMA trucks in accordance with the Plan and then Q3 / Q4, did not refuse the opportunity to earn Panhard on their passenger model 203 it remained to produce AFG, renamed Panhard Dyna X
Although large automakers did not quite follow the restrictions imposed on them, by the time Paul-Marie Pont left his post in November 1946, the market for vehicles tv was divided very similarly to that originally planned in Plan1
Passenger cars:
with a tax capacity of 4 CV: Panhard Dyna X, Renault 4CV;
6 - 8 CV: Peugeot 203, Simca 8;
10 - 12 CV: Citroen Traction Avant 11 CV,
over 12 CV: Citroen Traction 15 CV
Companies Delahaye-Delage, Hotchkiss, Talbot were ordered to pay special attention to the realization of their export potential
Also in the Plan were mentioned 3 categories of lungs and 4 categories of heavy trucks, and besides buses, trolleybuses and special vehicles
Results of the implementation of the plan edit code
First of all, the four largest automakers who dominated the French market in the 1950-60s benefited from the Plan: Citroën, Renault, Peugeot and Simka. The rest had to pay more attention to the opportunity to export their products, or change their profile, otherwise and completely shut down
Panar company, known in the 1930s as a manufacturer of huge, fashionable and, accordingly, expensive cars, reorganized into a trendsetter in the segment of small cars with an aluminum body In the late 1940s, aluminum It was available and relatively inexpensive, since the state no longer had in wartime aircraft factories need to subsidize; and sheet steel, demanded by most automakers for bodywork, was in short supply2 Nevertheless, both the production and maintenance of Panhard Dyna were quite difficult, especially for Panhard, which lacked a developed network of dealers and service centers, which the four largest automakers In 1949, Panhard produced 4834 cars, which could be considered a considerable achievement in those conditions, but a ridiculous achievement when compared with 63,920 cars produced in the same year on Renault and 49424 with Citroen3
For the small manufacturers, they saw in the Plan another devastating invention of the capital's bureaucrats, which also threatened to drag out for a long time. Their luxurious limousines could no longer be sold in neighboring countries, which were ravaged by the war to the same extent as France; even the Swiss market was too small for the proposed number of top-class cars produced in France, Great Britain, Italy and, closer to the 1950s, also Germany There were many potential buyers in North America, but their requests were mainly satisfied by local manufacturers; the time after the Second World War, at least until Mercedes-Benz returned to expansionist politics, the British were among the European car companies that were noted in the American market - As the French economy recovered, as did the Pon plan and its associated restrictions steel consumption in the 1950s, it turned out that luxury car manufacturers were heavily influenced by draconian taxes established in the late 40s on cars with engines of more than 2 liters, i.e. for all cars with an engine capacity of deferred such as that of ordinary Citroens - Those who were almost never mentioned in the Plan suffered severely from the Plan, namely, second-tier automakers For example, Emil Mathis, who was forced to leave France due to the racist state policy pursued during the German occupation, in 1946 he returned and invested heavily in rebuilding his previously owned car factory in Strasbourg, badly damaged by bombing. Ironically, these results were more devastating, since he himself attis and handed over the plant’s plans to the Americans earlier. Despite all the losses, already in 1948 Mathis at the Paris Motor Show demonstrates to the public a completely modern six-cylinder Type 666 sedan, but, in the context of the Plan, neither he nor dozens of other small manufacturers are destined to realize his ideas, due to the already mentioned shortage of raw materials4 As a result, Mathis was forced to abandon the idea of returning to auto-solutions, and the productive assets of his plant in Strasbourg were sold to Citroen in 1953. Three years later, Emil Mathis died after failure One hundred percent accident fell out of a hotel window in Geneva
Corr-La Licorn also had a similar fate, whose management also considered it possible to ignore the Plan. Like Matis, Licorn had something to demonstrate at the auto show 1450-cc 8CV Type 164R in 1947 and a convertible 14 It wasn’t a CV in 1948, but without the same sheet steel, things didn’t go further than exhibition samples5
As a result, many small auto companies that survived the war, engaged in military supplies, found that in peacetime their core business is impossible, because, in the strength of their business size they don't may be included in the list of preferred manufacturers attached to the Plan; Rosengart and Salmson may be mentioned among them
Notes edit code
↑ Marc-Antoine Colin, Hotchkiss 1935–1955 L'âge classique, éditions ETAI, 1998, p104 ISBN 2-7268-8214-5
↑ In the 1950s, the situation changed in the opposite direction to Panar had to increase the amount of steel used in the manufacture of bodies and other parts, and thus lose the advantages that aluminum gave in 1948 Dyna X and its successors
↑ 1999 Automobilia Toutes les voitures françaises 1949 salon Paris Oct 1948 Histoire & amp; collections Nr 12
↑ 1999 Automobilia Toutes les voitures françaises 1949 salon Paris Oct 1948 Histoire & amp; collections Nr 12
↑ 1999 Automobilia Toutes les voitures françaises 1949 salon Paris Oct 1948 Histoire & amp; collections Nr 12
Literature edit code
Marc-Antoine Colin, Grégoire, une aventure Hotchkiss, Massin éditeur, 1994 ISBN 2-7072-0233-9
Jean-Louis Loubet, L'industrie automobile française: un cas original In: Histoire, économie et société 1999, 18e année, n ° 2 La reconstruction économique de l'Europe 1945-1953 pp 419-433
Paul-Marie Pons, "Un plan quinquennal de l'industrie automobile française", Les Cahiers politiques Revue mensuelle n ° 10-mai 1945 pages 52 a 64 et Les Cahiers politiques Revue mensuelle n ° 11-juin 1945 pages 54 a 68
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Пон, Поль-Мари

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