Lethbridge Herald, The (Newspaper) - June 6, 1973, Lethbridge, Alberta
Class hatred flares in France By JONATHAN FENBY BRUAY EN ARTOIS, France (Barter) In the bleak mining fields of north- ern France, class hatred and bitter antagonism between workers and employers has been dramatically illuminated by the murder of a 16-year-old girl. Surrounded by political extremists, intense local fesl- ing and the secretive world of the bourgeoisie, the case has become a national affair and raised serious questions about some aspects of French jus- tice. Feelings run so deep that some local people refused to believe a recent confession by a 17-year-old boy and saw it as part of a plot by the rich middle class of the region. The conservative newspaper turned a routine murder case into a national matter. The Dreyfus affair was a classic 19th century miscarriage of justice in which a Jewish offi- cer was wrongly convicted treason but later vindicated. ACCUSES NOTARY The case began a year ago with the discovery of the body of schoolgirl Brigitte Dewerve on a stretch of wasteland near her home in a poor miners' street here. Under French procedure, the case was banded to an ex- amining magistrate, Judge Henri Pascal. Pascal quickly ensured that it would be more than a routine murder case. He charged a leading Bruay citizen, notary Pierre' Leroy, with the murder and started speaking freely about the case in public, breaking the se- crecy which magistrates are supposed to observe on their cases. The charging of later of his fiancee Moniqire Mayeur who was accused of out the strong class feelings simmer- ing in the Bruay region where the coal pits are closing and work is scarce. Leroy, a big, impassive man, became a symbol of the tough secretive bourgeois world and the mine owners who were taking away the area's traditional source of work. PROOF LACKING Ranged against him was Pascal who grew into an in- creasingly controversial fig- ure as he insisted on keeping Leroy in detention, despite the lack of material proof. Pascal's behavior raised se- rious questions about the pow- ers of examining magistrates, who are meant to be impar- tial figures seeking out the ev- idence before a trial is held. A complete coverup Definitely a coverup job, agrees Constable Bob Dun- stack of misprint posters from a cookie manufacturer sfan with a thoughtful scratch of his helmet as he ex- and plastered them all over their Toronto home. The amines the handiwork of Ontario College of Arts stu- policeman was called by a passerby who was upset at dents Bruce Greenop and Mike Casey. They obtained a the sight. 23" Silvertone Console Has Memory Fine Tuning SIMPSONS oears Get instant start within 10 seconds, illuminated channels for easy dialing. volt chassis, 5" oval speaker, memory fine tuning for best picture setting. 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SULZBERGER New York Times Service LONDON When Britain officially joined the Europe- an economic community this year it became necessary to give life to an old idea: pro- viding a direct physical link between the continent and these, its major offshore is- lands. The original plan, to construct a carriage way through a tunnel under the English Channel, was first dreamed up in 1802 by a French engineer named Matthieu and submitted to Napoleon I. In one or another form this dream has been bandied about ever since, frequently exciting great argument. Queen Victoria was to favor it as did prime ministers Gladstone and, much later, Churchill. Charles Dickens, Cardinal Newman, and Lloyd George opposed it. British generals most re- cently Field Marshal Lord Montgomery thought it presented a danger of under- ground invasion. Almost a century ago tEe Duke of Cam- bridge, commander in chief of Britain's army, told a par- liamentary committee that because of numerous conflicts with continental Europe: "There is always a risk if you have a tunnel." Nevertheless, for genera- tions British merchants and financiers supported the pro- ject. In 1872 the first channel tunnel company was formed here, followed three years later by another concern in France, where the idea was always regarded more favor- ably. Now it looks as if, within the next two months, the ven- ture will at last receive offi- cial authorization. After the disastrous 1956 war the Suez Canal Company, a predomi- nantly French concern, re- ceived comipensation when Egypt took over its property and it had to look elsewhere to invest assets. The channel tunnel was it. The Suez management join- ed with other French and British interests to foster new studies of the old idea. Brit- ain's acceptance into the Common Market gave addi- tional incentives. It is calcu- lated that from now on there will be enormously increased trans-channel trade and tour- ism which can only be hand- led with sufficient speed and bulk by a direct connection. There has been support for a long bridge over the chan- nel. But this is far more costly and has been criticized as presenting physical risks. The tunnel has gained favor. The French are already com- mitted to back it and its sup- porters hope the scheme will be approved by Britain's gov- ernment and parliament be- fore August. As long as Britain bad separate destiny from Eur- ope, there was understand- able reluctance to join its fate tangibly to the continent's. This of course was the prin- cipal reason for the fear of defense planners that a tun- nel might facilitate surprise invasion of the United King- dom. Montgomery is the last important strategic figure tft contemplate this factor. Now, just as the missile-jet. nuclear age changed military thinking, the decolonial age has altered political con- cepts. A direct cross-channel link became inevitable as soon as it could be demon- strated to be financially feas- ible and economically self- supporting. The British Chan- nel Tunnel Company Ltd., representing this country's various interested concerns, prepared a statement this month to support such claims. It contends the tunnel can be constructed in seven years. In 1980 money values, allow- ing for inflation, it should be completed a cost of slightly more than billion (less than 850 million pounds ster- It would be expected to clear well over 10 per cent of that investment in annual profits, carrying special rail- way cars loaded with auto- mobiles under the channel every two and a half minutes on a ride lasting 35 minutes. The project would be entire- ly financed by private capi- tal. Thus, it would not draw upon taxpayers or the nation- al bsdget of either partici- pating country. Bonds, how- ever, would be guaranteed by the British and French gov- ernments together to reassure institutional investments. Perhaps the most curious aspect of the tunnel is that it is so relatively simple and even old-fashioned a project to hold such great potential importance. The method of actually scooping out and drilling through the chalk that underlies the channel has scarcely changed during the last century. Ninety years ago the chairman of the origi- nal company promoting the idea here forecast: "This tun- nel will be made sooner or later." Yet, for a variety of rea- sons, not the least of which was the protracted and con- fushed debate about British admission to the European community, it was delayed well into an age when other immensely more expensive and audacious the supersonic aircraft or missile voyages into space- had already materialized. The channel tunnel is neither novel nor especially impres- sive as an idea of the late 20th century. It simply hap- pens to be necessary. A different view Back interest is paid by a photographer to Mrs Julia Nixon Eisenhower at a social event in Washington.