Nelson Mandela’s greatness may be assured – but not his legacy

When my interview with him was over, he patted me on the arm as if to say I was forgiven for contradicting him.

When I reported from South Africa in the 1960s, the Nazi admirer B J Vorster occupied the prime minister’s residence in Cape Town. Thirty years later, as I waited at the gates, it was as if the guards had not changed. White Afrikaners checked my ID with the confidence of men in secure work. One carried a copy of Long Walk to Freedom, Nelson Mandela’s autobiography. “It’s very eenspirational,” he said.

Mandela had just had his afternoon nap and looked sleepy; his shoelaces were untied. Wearing a bright gold shirt, he meandered into the room. “Welcome back,” he said, bursting into a smile. “You must understand that to have been banned from my country is a great honour.” The sheer grace and charm of the man made you feel good. He chuckled about his elevation to sainthood. “That’s not the job I applied for,” he said drily.

Still, he was well used to deferential interviews and I was ticked off several times – “you completely forgot what I said” and “I have already explained that matter to you”. In brooking no criticism of the African National Congress (ANC), he revealed something of why millions of South Africans will mourn his passing but not his “legacy”.

I asked him why the pledges he and the ANC had given on his release from prison in 1990 had not been kept. The liberation government, Mandela had promised, would take over the apartheid economy, including the banks – and “a change or modification of our views in this regard is inconceivable”. But once in power, the party’s official policy to end the impoverishment of most South Africans, the Reconstruction and Development Programme, was abandoned, and one of his ministers boasted that the ANC’s politics were Thatcherite.

“You can put any label on it if you like,” Mandela replied. “. . . but, for this country, privatisation is the fundamental policy.”

“That’s the opposite of what you said in 1994.”

“You have to appreciate that every process incorporates a change.”

Few ordinary South Africans were aware that this “process” had begun in high secrecy more than two years before Mandela’s release, when the ANC in exile had, in effect, done a deal with members of the Afrikaner elite at a stately home, Mells Park House, near Bath. The prime movers were the corporations that had underpinned apartheid.

Around the same time, Mandela was conducting his own secret negotiations. In 1982, he had been moved from Robben Island to Pollsmoor Prison, where he could receive and entertain people. The apartheid regime’s aim was to split the resistance between the “moderates” that it could “do business with” (Mandela, Thabo Mbeki, Oliver Tambo) and those in the front-line townships who were leading the United Democratic Front. On 5 July 1989, Mandela was spirited out of prison to meet P W Botha, the white-minority president known as Die Groot Krokodil (“the big crocodile”). Mandela was delighted that Botha poured the tea.

With democratic elections in 1994, racial apartheid ended and economic apartheid had a new face. The Botha regime had offered black businessmen generous loans, allowing them to set up companies outside the Bantustans. A new black bourgeoisie emerged quickly, along with a rampant cronyism. ANC chieftains moved into mansions in “golf and country estates”. As the disparities between white and black narrowed, they widened between black and black.

The familiar refrain that the wealth would “trickle down” and “create jobs” was lost in dodgy merger deals and “restructuring” that cost jobs. For foreign companies, a black face on the board often ensured that nothing changed. In 2001 George Soros told the World Economic Forum in Davos, “South Africa is in the hands of international capital.”

In the townships, people felt little change and were subjected to evictions typical of the apartheid era; some expressed nostalgia for the “order” of the old regime. The postapartheid achievements in desegregating daily life in South Africa, including schools, were undercut by the extremes and corruption of a “neoliberalism” to which the ANC devoted itself. This led directly to state crimes such as the massacre of 34 miners at Marikana in 2012, which evoked the Sharpeville massacre more than half a century earlier. Both were protests about injustice.

Mandela, too, fostered crony relationships with wealthy whites from the corporate world, including those who had profited from apartheid. He saw this as part of “reconciliation”. Perhaps he and his beloved ANC had been in struggle and exile for so long that they were willing to accept and collude with the people’s enemy. There were those who genuinely wanted change, including a few in the South African Communist Party, but it was the reform-and-redeem influence of mission Christianity that may have left the most indelible mark. White liberals at home and abroad warmed to this, often ignoring or welcoming Mandela’s reluctance to spell out a coherent vision, as Amilcar Cabral and Pandit Nehru had done.

Mandela seemed to change in retirement, alerting the world to the post-9/11 dangers of George W Bush and Tony Blair. His description of Blair as “Bush’s foreign minister” was mischievously timed; Mbeki, his own successor, was about to visit Chequers. I wonder what he would make of the “pilgrimage” to his cell on Robben Island by Barack Obama, the unrelenting jailer of Guantanamo.

When my interview with him was over, he patted me on the arm as if to say I was forgiven for contradicting him. We walked to his silver Mercedes, which consumed his small grey head among a bevy of white men with huge arms and wires in their ears. One of them gave an order in Afrikaans and he was gone.

John Pilger’s film “Apartheid Did Not Die” can be viewed on johnpilger.com

Nelson Mandela in 1990. Photograph: Getty Images

John Pilger, renowned investigative journalist and documentary film-maker, is one of only two to have twice won British journalism's top award; his documentaries have won academy awards in both the UK and the US. In a New Statesman survey of the 50 heroes of our time, Pilger came fourth behind Aung San Suu Kyi and Nelson Mandela. "John Pilger," wrote Harold Pinter, "unearths, with steely attention facts, the filthy truth. I salute him."

This article first appeared in the 15 July 2013 issue of the New Statesman, The New Machiavelli

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

***

Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.