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To: sea_urchin who wrote (22908)4/12/2005 4:08:58 AM
From: GUSTAVE JAEGER  Read Replies (1) | Respond to of 81338
 
Re: As a white living in Africa, I have already learned the joys of "bottom feeding".

You're the odd WHITE man out....

The elusive rainbow

Change is glacial in post-apartheid South Africa: power and wealth are still in the grip of the white minority

Jonathan Freedland

Wednesday February 23, 2005
The Guardian


Take the following as a health warning. I've spent the last month in South Africa, but I was not reporting from there. I was in the country on a writing break, with my ears and eyes open, but without ever using my notebook in anger. What I picked up were impressions, rather than a firm, detailed analysis. I know, as the nerds like to say, that the plural of anecdote is not data - and what I have very much falls into the former category. That's the disclaimer. Here's the unscientific conclusion: I was disappointed.

I fall into the generation for whom apartheid was the dominant international cause of our youth. If baby-boomers were galvanised by Vietnam, then those who came of age in the 1980s were inspired by the campaign to transform South Africa. Even if we were not manning the 24-hour picket at Trafalgar Square, apartheid formed a kind of backdrop to the times. Cry Freedom was on at the movies, Free Nelson Mandela was the anthem at every college disco. What Thatcherism was at home, apartheid was abroad: the issue of the age.

That was nearly two decades ago. I assumed that a trip in the winter of 2005 would be to a wholly different country, with apartheid and all its works a bad, fading memory. That's where I was wrong.

Of course, and as everyone knows, the formal structures of that dreaded system have long gone. The country is ruled by its second black president; "Whites Only" signs are to be found behind glass in a museum and nowhere else.

And yet, the rainbow nation, the "new South Africa" so constantly invoked and effectively publicised, proved elusive. What I found, during what one scholar calls the "banal encounters" of day-to-day life, was a set-up remarkably like the one I had imagined back when I was a student shaking a bucket for the anti-apartheid movement.

If you saw a smart car, its driver was white. If you saw a smart house, its owner was white. Its cleaner and gardener were black. This was not "many" or "most". This was all. After a while, I made a little wager with myself. Would I see, at any point in nearly four weeks in the country, a white person serving a black person? I looked hard - at restaurants, at petrol stations, in bars, in shops, in banks. I never saw it. Not once. I looked at magazine covers and window-displays in clothing stores. White, white, white. Occasionally, there would be a token black face, usually very light-skinned.

I would ask white South Africans I met about this. Sometimes they would be defensive, insisting that Britain or America were not much better. It's true: photo displays at Gap or Marks & Spencer might also have just one or two black faces. The difference is, Britain has a non-white population that accounts for no more than 7% of the whole. In the US, African-Americans make up about 13% of the population. Yet three in four South Africans are black. Looking around, you'd have thought the reverse was true: that this was a white country, with a small, tolerated black minority.

Others would tell me that I needed to get out more and they were surely right. I did not travel much beyond Cape Town and I am ready to believe that other cities - with Johannesburg the chief example - are advancing much more rapidly. Nevertheless, it was striking to see how often, outside the realms of formal politics, power and privilege remained in white hands.

Cape Town itself was a shock. It is stunningly beautiful, a city framed by mountains, two oceans and big, blue skies. All around were people having relaxed, unending fun. It was not just the tourists: local people, too, seemed to treat the city as a playground. When they weren't surfing or hang-gliding, they were sunbathing or heading off for a round of golf. During the daytime, the cafes would be full, made noisy with local accents: people with time on their hands and money in their pockets. White people to be precise - their tables cleaned, their cars watched, their shirts ironed, their coffee brewed by black people, most of them paid a pittance.

Ah, but this is not apartheid, I would be told. It is an economic, rather than a racial divide - the same gap between rich and poor one might find in any country. Is California so different, where affluent whites are pampered by Hispanic maids, janitors and valet parkers? Is Britain so much better?

Well, yes. Because while economic and racial dividing lines often map on to each other elsewhere in the world, in South Africa they seemed all but identical, entrenched by a long political history that makes movement across the divide punishingly difficult. I know there is a white working class in the country and that, conversely, a few black entrepreneurs are now emerging. But the overwhelming picture is of a society where the goodies are still hoarded by one group - and withheld from everyone else.

The government is doing its best, with a Black Economic Empowerment programme designed to spread the spoils more fairly. That has run into trouble though, with accusations that the chief beneficiaries have tended to be friends of the ruling elite, shutting out the majority of black South Africans. (On this point, one of the loudest critics has been the president's own brother, Moeletsi Mbeki.)

Nor is it encouraging that the African National Congress seems to have developed a thin skin when it comes to criticism. While I was there, Archbishop Desmond Tutu was locked in a very public row with the ruling party. He accused the president of surrounding himself with yes-men, rewarding only sycophancy and punishing dissent. Mbeki shot back, questioning Tutu's respect for the truth and his right to speak about internal ANC matters when he is not a member. Later, the party branded Tutu an "icon" of whites, as if he were no longer an authentic black leader. It does not amount to a full case of Mugabe syndrome, far from it. But these are uncomfortable warning signs.

Of course, any fair account has to recognise, as a just-published state of the nation survey does, that South Africa has made enormous strides in the 11 years since apartheid. The country did not descend into civil war, and it is more peaceful and more prosperous than the sceptics ever predicted.

Nevertheless, my experience has forced me to think again about the pace of political change. While I was in South Africa, Nelson Mandela marked the 15th anniversary of his release from jail. I remember watching that moment on television along with the rest of the world. I thought then that the end of apartheid would bring an end to the crude inequality that made blacks the servants of whites. A decade and a half later and it has not. Change, I realise, is glacially slow. As Paul Foot wrote in his last book, revolutions do not take hours or weeks but many years - and sometimes even longer.

guardian.co.uk



To: sea_urchin who wrote (22908)4/21/2005 5:38:14 AM
From: GUSTAVE JAEGER  Read Replies (1) | Respond to of 81338
 
Follow-up to my post #22870(*):

The New York Times
April 21, 2005
Daimler Weighs Plant in China for Imports to U.S.
By KEITH BRADSHER

SHANGHAI [...]
- DaimlerChrysler AG is in talks with one of its Chinese partners to build a plant in China in order to export subcompact cars to the United States, a top company executive said Thursday at the Shanghai Auto Show.

Dr. Ruediger Grube, the DaimlerChrysler executive president and management board member in charge of corporate development and China operations, said that while no final decision had been made, he hoped that the details could be worked out in the second half of this year. It would almost certainly be the first mass-produced Chinese car widely sold in America.

Mr. Grube's aides were surprised that he mentioned the negotiations and said afterward that they had no further information except to say the car would a small sedan, not a coup, and roughly the size of the Chevrolet Aveo.

Low wages make China a very attractive place to build cars, Mr. Grube said. "China today has a big, big, big advantage as far as labor costs are concerned."

The United Automobile Workers union in Detroit has been warning for years that low wages in China would pose a threat to American jobs. But Mr. Grube said that Daimler hoped to avoid a political reaction in the United States and any damage to the Chrysler, Dodge and Jeep brands by selling a model not previously sold in America.

Yet with the Bush administration and many Midwestern members of Congress already concerned about China's rapidly rising trade surplus with the United States and refusal to allow its currency to appreciate, Daimler's disclosure on Thursday seems certain to provoke considerable discussion in Washington.

Wages and benefits cost DaimlerChrysler 38 euros an hour in Germany ($49.75), 28 euros an hour in the United States, 4.5 euros an hour in Brazil and only 1.5 an hour in China. Mr. Grube would not provide forecasts of the production schedule, but it would take at least two years to get a plant up and running.

Earlier this year, a Chinese company, Chery Automotive, announced plans to try to set up a distribution network in the United States in 2007, working with Malcolm Bricklin, an entrepreneur who tried to distribute the Yugo, a car from Yugoslavia.

But top executives from established American and European automakers have dismissed the likelihood of Chinese automakers selling significant numbers of cars in the United States on their own.

Jim Padilla, the president and chief operating officer of the Ford Motor Company, said here on Wednesday night that large-scale automotive exports were unlikely anytime soon except for parts.

Mr. Padilla warned that the decline of the American manufacturing base in the face of strong imports made it increasingly likely that those imports might face restrictions.

Mr. Grube declined to say which of its two Chinese partners - Beijing Automotive Industry Holding Company Ltd. and the Fujian Motor Industry Group - was involved in the talks. But Daimler is already building Jeeps for the Chinese market with Beijing Automotive and will start making Mercedes C- and E-Class sedans for the local market with Beijing Automotive in October or November at a plant now under construction outside of Beijing.

By contrast, Fujian Motor is Daimler's partner in making large vans and would appear a less-likely partner for small car production.

Chris Gubbey, the executive vice president of Shanghai G.M., said on Tuesday that auto parts in China remain 5 to 7 percent more expensive than in other countries. Parts makers in China must still import higher quality grades of steel, and lacked the scale needed for low-cost production. But this is rapidly changing and Mr. Grube said that he expected the cost of parts in China to fall sharply.

Copyright 2005 The New York Times Company

nytimes.com

(*) Message 21213246