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Laurie Penny on why British journalists are taught to be dishonest

Free speech is shackled by the UK's libel laws.

The first thing I learned in journalism school was not to say anything bad about the police. If I did, even if I'd seen abuses of power with my own eyes, I could face a suit for damages that would ruin me, my editors and whatever paper had been unfortunate enough to publish my work.

Nick Cohen's new treatise on censorship, You Can't Read This Book, airs one of the more painful secrets of the British press - the slide, especially over the last 15 years, towards a culture where archaic libel laws give the wealthy and privileged "the power to enforce a censorship that the naive supposed had vanished with the repressions of the old establishment."

I recently spent some time in the United States, where the cultural attitude to freedom of the press is rather different. A country that produced Fox News and allows presidential attack ads to run on television can hardly be held up as a gold standard for fair and unbiased reporting, but if American journalism lacks deference, British journalism is crippled by a surfeit of it.

Where writers in the United States are used to having their articles cross-referenced by fact-checkers for accuracy, journalists in Britain have our work picked over by lawyers. I found myself blushing when I explained to fellow writers covering police brutality at Occupy Wall Street that where I come from, it does not matter whether or not what you write is true so much as whether or not it is actionable.

Actionability, moreover, is relative. It's about money as well as legality. The decisions writers and editors make about what to publish inevitably depend on whether the potentially aggrieved party is wealthy enough to sue. This means, in practical terms, that journalists can and do say pretty much anything we like about, for example, single parents, immigrants, the unemployed, or benefit claimants. Last year, however, when a group of chronically ill and disabled benefit claimants set up a small website campaigning against Atos Origin, the private company running the controversial new welfare tests, the French company lost no time sending out intimidating legal letters.

The real problem here is not just censorship, but self-censorship. Cohen points out that British journalists, campaigners and others learn to modify our speech before it ever reaches the point of contention. I will never forget being quietly reminded by other activists, on a demonstration against corporate tax avoidance last year, to chant "tax avoider!" not "tax dodger!". The imprecision of "dodger" might have given grounds for a suit, and we'd already spent all our money on the placards.

These were young people quite prepared to be arrested in the course of a peaceful protest. The risks of a defamation action, however, were much too high. Under British civil law, the burden of proof in cases of libel or slander is on the defendant, not the claimant - if you're sued, you have to prove that what you said isn't libellous, and defendants must pay some court costs whatever the verdict. The price of losing a libel case often runs into millions, so editors, activists and journalists are forced to take steps to avoid them at any cost.

In the British media, the cost of courage is prohibitively high - so young journalists are taught to be duplicitous from day one. We are taught, or we learn on the job from decent editors shackled by the threat of libel costs, to withhold or obscure what we know in case it inconveniences the rich and spiteful.

What could be more dishonest? Without a change in the law, journalists will continue to learn deference and duplicity in the very profession many of us entered to expose such things.

Laurie Penny is a contributing editor to the New Statesman. She is the author of five books, most recently Unspeakable Things.

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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.