Tackling corruption’s the key to stability in China

The dramatic purge of Chongqing boss Bo Xilai had all the drama of a Hollywood movie, but there are

Bo Xilai is a name that until recently few in the UK had even heard of. Although his father is one of the "eight elders of the Chinese Communist Party" and he had grown to be one of the "princelings" who dominate public life, Bo’s work in the 30 million plus city of Chongqing remained off more or less all western radars. Yet his downfall has caught the eye not just because, somewhat surreally, his police chief, Wang Lijun, tried at one point to claim asylum in a US consulate and a well-connected British national was found dead in murky circumstances in a Chongqing hotel room, but because of what it says about the way that China works.

Bo’s easy-going and enthusiastic style masked a populist campaign to bring back "red" songs and rhetoric from the time of the cultural revolution. In policy terms, he waged a war against organised crime – leading to over 2,000 arrests and to the development of an image as an enforcer who could get things done. So much for the image. The reality was somewhat different. Bo played fast and loose with what passes for the rule of law, and many people were sucked without into his anti-corruption campaigns without any chance of legal redress. Indeed, it is not just in Chongquing that the rule of law remains a mercurial thing; Bo was more than happy to ignore it if it helped him advance politically. And he is by no means alone in talking a good game but playing another, much dirtier, one.

The paradox of tackling organised crime by corrupting the political process ultimately led to Bo’s downfall. Yet this is a paradox that is in no way limited to Chongquing. China does poorly in the most authoritative corruption ranking, Transparency International’s Corruption Perceptions Index (the Chinese came a lowly 75th in 2011), and Chinese citizens are very aware that without the right type of "guanxi" (connections or networks) you are unlikely to get much at all done. Indeed, opinion polls regularly suggest that endemic corruption is the issue that Chinese citizens feel most aggrieved about. The Chinese government is well aware of this – it was, after all, student protests at endemic corruption within the Communist Party (CP) that led to the Tiananmen Square massacre of 1989 and the CP leadership knows full well that any future uprising against its rule is much more likely to stem from this source than, say, consternation at any alleged lack of democratic oversight and/or human rights abuses. When living and working in China, you soon realise that – no doubt much to the chagrin of western analysts – those two latter points are of little genuine interest to the majority of Chinese men or women on the street.

It is with this in mind that over the last decade China has become a veritable laboratory of anti-corruption strategies. In 2009 over 30,000 corruption cases were brought before the courts and a small but significant number of individuals have been executed for their misdemeanours; in 2007, for example, Zheng Xiaoyu, the former head of China’s authority for regulating food and medicine, was executed for taking bribes in an attempt to cover up one of the many food contamination scandals that regularly seem to make the headlines in China. Both the government and the wider Chinese population subsequently agree that corruption is a major, if not the major, policy challenge facing the country today.

It is against this background that Bo’s case is so interesting, and so indicative of the challenge China’s elites are facing. Bo talked a great game, and declared war on something – the murky links between mafia-like organisations and public servants – that Chinese citizens really do care about. Yet the system he headed was itself built on corrupt foundations. It has ensured stability for three decades, but this is not a stability that is guaranteed to continue ad infinitum. The same applies over and beyond Chongqing. On paper, the Chinese government has sought to do much that sounds laudable: wide-ranging anti-corruption laws were introduced in 2006 and they were further tightened and expanded in 2010; anti-corruption compliance programmes have been developed; high profile anti-corruption summits have been held. And yet levels of corruption remain stubbornly high.  

On the one hand, Chinese officials want to do everything they can to look like they are reacting to public dissatisfaction with corrupt practices. Hence high-profile figures such as Bo pass laws, chuck people in prison (or simply knock off their heads) and generally stomp around sounding authoritative. But they know that many of the practices that are so abhorred are rooted in their system of governance, and changing this system will by definition weaken their ability to control it. That is simply not an option.

A number of points highlight this. Around 90 per cent of China’s dollar millionaires – of which in 2009 there were around 825,000, a number that is growing by around 15 per cent a year – have a middle or high ranking CP official in their extended family. Powerful vested interests therefore do very well out of the current system, no matter whether they themselves act in a corrupt fashion or not. Furthermore, levels of social capital – no matter how defined – are low, meaning that Chinese citizens often simply expect officials to act in what westerners are likely to understand as a corrupt fashion. Despite a vibrant online community (the Chinese version of Twitter, Weibo, is becoming increasingly hard for the online sensors to manage, for example), Chinese journalists and civil society activists do not really have the teeth to keep officials in check. CP managers up the food chain may hang certain individuals out to dry, but the lack of transparency in decision-making and the murky line of accountability ensures that these are the exceptions that prove the rule. Levels of trust in both institutions and in civil servants are therefore lower than elsewhere, and petty corruption is now seen as part of everyday life.  

So what can we learn from Bo’s downfall? Firstly, China’s system of crony capitalism is built on a myriad of corrupt relationships. If you want to get to the top of this system, then you have to know how to play it – and that makes it virtually impossible to launch anything approaching a meaningful anti-corruption campaign. Corruption is at the system’s core. Whilst the system works, questions of legitimacy are not important. If – no, when – growth stalls, then these relationships will be questioned, and the instability that many in the CP fear more than anything else could quickly become a reality.

Secondly, and linked with this, it is important not just to look at what is said, or even what is written on paper, but to see how anti-corruption strategies and mechanisms (do or don’t) work in practice. The well-developed sets of anti-corruption laws in China will, for example, remain ineffective for as long as they can be contravened, side-stepped or just plain ignored by the state’s favoured sons (and daughters). Providing that you look after your support base, then princelings such as Bo Xilai can, and do, have little trouble in doing this. The challenge of remedying corruption in China therefore actually has one big similarity with that facing other countries; good governance structures – with transparency and accountability at their core, based around a consistent set of rules that allows no exemptions – are the key. And China – despite its recent economic boom – remains a long way from that right now.

Newspapers report on the arrest of Bo Xilai. Credit: AFP/Getty

Dr Dan Hough is Professor of Politics at the University of Sussex and Director of the Sussex Centre for the Study of Corruption

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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.

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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.