Over the past century, Germany has repeatedly attempted to use trade as a tool of foreign policy vis-à-vis Imperial Russia, the Soviet Union, Poland, and Czechoslovakia. Against the background of continual German economic superiority, this article analyzes Germany's ability to apply trade leverage in terms of four other factors: the nature of the prevailing international trade regime, government views of trade leverage as a tool of statecraft, the degree of German state autonomy in setting trade policies, and the availability of an effective bureaucratic mechanism for controlling German imports and exports. The historical record demonstrates that beyond economic superiority, the application of trade leverage requires a permissive international trade regime, state acceptance of trade-based economic statecraft, an autonomous domestic regime, and a rigorous trade control bureaucracy. Surprisingly, this conjunction of factors, as they applied to Eastern Europe, occurred during both the Nazi period and the early years of the Federal Republic. The article closes by pointing out how two important factors—the politicized nature of the East-West trade regime and the Federal Republic's high degree of state autonomy in setting Eastern trade policy–are being eroded by political and economic change in Eastern Europe.

As one of the world's busiest rivers the Rhine carries about 300 million tons of freight annually, upriver and down, between Switzerland and the Dutch ports on the North Sea. Heavy shipping traffic on the Rhine, including ocean vessels reaching Mannheim and barges reaching Basel, has been an integral part of the Rhine valley landscape for the past 150 years. But a bounty of commercial shipping on the Rhine has not always been part of the river's history. Despite the Rhineland's growing population and increasingly productive economy at the end of the early modern period, long-distance shipping activity along the river gradually declined during the seventeenth and eighteenth centuries. River commerce revived and expanded only in the early nineteenth century, stimulated in part by new developments in transportation technology, business organization, industrial development, and an unprecedented civil engineering assault on the river's natural contours. These material components of the nineteenth century transportation revolution as it unfolded along the Rhine are generally well known.

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