Van Gaal at Old Trafford. Photo: Clive Mason/Getty Images
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The life and times of the Iron Tulip: Who is Louis van Gaal?

Biographies by Hugo Borst and Maarten Meijer get to know Manchester United's new manager.

I have a pet theory: slow footballers make the best managers. Alex Ferguson, Arsène Wenger and José Mourinho, whose lack of pace and power never allowed him to make it as a professional, all fit the bill. So, too, does Manchester United’s manager, Louis van Gaal, who as a defensive midfielder for Sparta Rotterdam in the late 1970s was said to resemble “a slug on sandpaper”, or a medieval knight clunking around in a full suit of armour.

Tall, bolt upright, he ran, in the words of one spectator, “as if he’d swallowed an umbrella” and would direct games from the centre circle, recycling possession, barking instructions at his team-mates and rolling his eyes at their technical shortcomings regardless of their seniority. He was not only a control freak but a battler, too, his flattened nose testimony to his fearlessness in attacking aerial balls with his “Minotaur noggin”. To his eternal surprise, he was never selected to play for Holland, though he went on to manage the national team twice – an ill-fated spell from 2000 to 2002 and then, by way of penance, at the 2014 World Cup, when he led them to the semi-final in which they were defeated by Argentina on penalties.

As a 28-year-old, van Gaal apprised the Dutch weekly Voetbal International of his belief that “it’s very hard to reach the top unless you’re a cocky bastard”. Yet underpinning his arrogance has always been a remarkable work ethic and desire to learn, characterised by his obsessive note-taking (there is, it is rumoured, a van Gaal archive). While captain of Sparta, he continued to work as a PE teacher in the mornings, training in the afternoon and studying for his coaching badges in the evening. He would drive 180 miles a day between his home in Avenhorn, Amsterdam where he was teaching, and Rotterdam. The fatigue caused him to have three bad car crashes in eight years, though he escaped without severe injury.

Dutch master: the young Louis van Gaal (right). Photo: VI Images

Combativeness, drive and unshakeable self-confidence were traits that van Gaal took into his illustrious managerial career. He shares several things with Alex Ferguson. One is that he gets on well with younger players and thrives off their energy. His Ajax team which beat Milan in the 1995 Uefa Champions League final was celebrated for eight out of the 13 players who made it on to the pitch for that match having come through the club’s academy.

Van Gaal’s tendency to fall out with people is legendary, from journalists and superstar players to fellow managers and club chairmen. The Brazilian contingent during his reign at Barcelona – players with flair such as Rivaldo and Sonny Anderson – found him insufferably dictatorial. Asked if van Gaal thought he was God, Uli Hoeneß, his then general manager at Bayern Munich, replied that van Gaal probably thought he was God’s father. Across the span of his career there have been countless squabbles with the other greats of Dutch football – Marco van Basten, Guus Hiddink, Ronald Koeman and Johan Cruyff, to name a few. The mutual dislike between van Gaal and Cruyff, in whose footsteps he followed to Ajax and Barcelona, is well known.

Yet van Gaal can also inspire the greatest loyalty. In recent years he has made a nonsense of the idea that he cannot work with older players. He has coaxed the very best from Arjen Robben, for Bayern Munich and Holland, and Robin van Persie, whose flying header and high-five with van Gaal at last year’s World Cup was one of the defining moments from the tournament. Wayne Rooney seems to be flourishing under him at a stuttering Manchester United.

The authors of these two books remind us that the Dutch do not do sports journalism quite like the English. Maarten Meijer has degrees in science and philosophy and a doctorate in Russian literature. His judicious and well-researched biography focuses on the man and his methods. We learn how van Gaal’s starting point was Rinus Michels’s “total football” philosophy but he adapted it to the different circumstances he found as a manager in Spain and Germany. He won the double in 1998 during his first spell at Barcelona and repeated the trick with Bayern Munich in 2010.

Though he came close with both teams, he was unable to repeat the Champions League triumph he’d had with Ajax. Yet van Gaal has not been shy in pointing out that he laid solid foundations at both clubs. Is it a coincidence that Barça and then Bayern went on to become the dominant teams in Europe shortly after he left? Not in his opinion. Though Meijer is far from sycophantic to his subject, he makes a good case that van Gaal deserves some credit for the subsequent success of both teams. He enlists the support of players such as Xavi, Robben, Andrés Iniesta, Philipp Lahm and Thomas Müller, who readily acknowledge their debt to van Gaal.

Hugo Borst, an award-winning Dutch journalist and television pundit, is cut from a different cloth altogether. O, Louis is a book about his own tortured relationship with van Gaal, which stretches back to 1978 when, as a Sparta Rotterdam supporter, the teenage Borst watched van Gaal make his debut as a cumbersome new signing. He describes how years later, when van Gaal began to get into the pundit business, a “bromance” developed between the two men. Given van Gaal’s deep, ingrained suspicion of the media and Borst’s own volatility, it was an odd friendship. Sure enough, it did not last.

Throughout the book Borst builds up the suspense about the impending fallout. When van Gaal mistakenly accuses him of passing his phone number on to a journalist and then fails to apologise for the false allegation, the die is cast. This seems a rather inadequate reason for the Roy Keane-like rage that Borst expends on his nemesis. The whole premise of the book is shamelessly self-important and self-indulgent. In fairness, Borst pokes fun at his own obsessiveness and righteous indignation. Although the portrait he paints of van Gaal is sometimes unkind, even cruel, his fascination with the Manchester United manager is itself a form of flattery.

O, Louis is an antidote to the platitudinous nonsense that constitutes much English sports journalism. Part biography and part internal monologue, it is genuinely hilarious – and does not lack the odd piercing insight. “There’s something spiritual about Louis van Gaal,” Borst writes at one point, “just like the Dalai Lama, Charles Manson and Stephen Fry.”

Some of the jokes are unashamedly crude. In Portugal for the 2004 European Championship, Borst recalls how he came to know van Gaal through a mutual friend who described the local wine as tasting like the Portuguese winger Luis Figo “taking a piss on your tongue”. Borst introduces van Gaal to the distinction between a “shower” and a “grower”. “Ever heard that one before, Truus?” van Gaal splutters to his wife, red-faced with delight, and full of Bacardi and Coke. Borst wonders whether his dentures will go flying out of his mouth, as they once did on the touchline at AZ Alkmaar.

Borst is highly regarded as a writer and O, Louis has its serious side. In an attempt to get into the mind of his subject, he goes beyond the usual territory of the football book and seeks the opinion of a range of Dutch personalities. These include a cleric, a politician, a psychiatrist, a theatre director and a poet, as well as the comedian and impersonator Erik van Muiswinkel who, we learn, “does a cracking Ruud Gullit”.

Both authors engage in a little pop psychology to explain the man’s relentless will to win and aptitude for getting into disputes. Van Gaal was the youngest in a Catholic family of nine children and had a poor relationship with his father, whom he remembers as strict and unaffectionate. His first wife, with whom he had two daughters, died of cancer in 1994. Having attended Mass for years, van Gaal lost his faith soon afterwards. “I don’t believe in monogamy,” he says, in a classic van Gaalism, “but I do practise it.”

Van Gaal is halfway into his first season as manager of Manchester United and there has yet to be a major diplomatic incident, though there have been flashes of temper. So what else can we expect from his time in England, in what is likely to be his last managerial job?

The first thing to note is that he brings new ideas to the English game, just as he did to Spanish and German football. He is the bridgehead between some of the best managers in the history of the sport, from Leo Beenhakker – whom he worked under at Ajax and then replaced – to Mourinho, who counts him as a mentor and friend.

At each club he has managed, van Gaal has emphasised that it takes time for players to understand his “philosophy”. Yet this philosophy is quite hard to pin down. His success has been in his pragmatism. At Manchester he has experimented with a 3-5-2 system and a midfield diamond, but there is no set van Gaal formation as there is with Mourinho. In some cases, as at AZ Alkmaar from 2005 to 2009, his teams have played hugely expansive and free-flowing football. In others (Barcelona) the play was more pedestrian. At the Nou Camp the build-up was too controlled, the pattern too predictable. The natives soon grew restless, as some United fans are doing now.

Johan Cruyff’s criticism is that van Gaal’s tactics resemble a “clockwork orange” – in which the various cogs work together but individual initiative may be stifled. Will such an emphasis on patience, possession and positional awareness work in the English Premier League, the fastest in the world? One thing is for certain: the Iron Tulip will not wilt in trying to leave his mark on these shores.

John Bew is an NS contributing writer

John Bew is a New Statesman contributing writer. His most recent book, Realpolitik: A History, is published by Oxford University Press.

This article first appeared in the 27 February 2015 issue of the New Statesman, Russia vs the west

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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.