Is the BBC’s Today programme scared of Rupert Murdoch?

Curious silence over Hugh Grant’s scoop.

Even Roy Greenslade, in a rather sour Guardian piece, grudgingly conceded that Hugh Grant's hilarious entrapment of the former News of the World executive Paul McMullan was a decent story, at the same time offering the startling observation that online was now more influential than print (Roy, surely not!).

Grant's report for our issue of 11 April has become a global media sensation, as Greenslade knows. The traffic from all over the world has been so great that on several occasions our website has crashed. Last night, ITV's News at 10 broadcast extracts from Hugh's secretly recorded conversation with McMullan at his pub in Dover.

To its credit, Sky News also wanted to broadcast extracts, having contacted us about the article on several occasions. However, the BBC has been curiously silent, and has made no attempt to report what most other media outlets and most of the Twittersphere – oh yes, Hugh Grant has been trending – have conceded to be a significant story.

When Jemima Khan and I were discussing her guest edit of the New Statesman we agreed that she would do only two interviews to promote it, one print (the London Evening Standard) and one broadcast. BBC2's Newsnight wanted to have her on the programme to talk about Julian Assange and WikiLeaks. That didn't interest us. I thought the Today programme, with its six million listeners, would be preferable.

I spoke to a contact at Today and, in confidence, told him about the Hugh Grant story and its implications. He was very interested and said that his night editor – this was on the evening of Wednesday 6 April, just ahead of publication of the magazine – would call me back to discuss having Jemima on the programme the following morning to talk about Hugh, phone-tapping and the News of the World. (In his report Hugh revealed for the first time that he had been hacked by the News of the World, not an uninteresting revelation, and one that Jemima, his former girlfriend, was happy to discuss candidly in her only broadcast media interview.)

In the event, the night editor did not call me back, not even by way of courtesy. Our conclusion is that the Today programme either has no sense of a story or, more likely, someone there was alarmed at the prospect of covering Grant's adventure as an undercover reporter and some of the more powerful allegations made by McMullan, who seems like a first-rate huckster.

Something similar happened when my colleague Helen Lewis-Hasteley spoke to Radio 5's Drive programme this week to discuss appearing on the show, as she sometimes does. "Would you like me to talk about Hugh Grant?" she asked. There was a chorus of "Nos" from the producers. Similarly, she spent 20 minutes talking to BBC Radio Kent on Friday 8 March, in a spiky interview covering the ethics of covert recordings and whether the New Statesman was "buying into celebrity culture". It was not broadcast.

"I can understand some of the frustration the Guardian must feel about this story," says Helen. "To give them their credit, they have been plugging away at this issue for months – while many other commentators said there was 'nothing to see here' – and have been studiously ignored for their trouble. Even now there have been further arrests, and News International has apologised and offered payouts to several victims, the extent of the media silence is astonishing."

What is going on? What is it about this story that makes the BBC so anxious? Could it be that independent BBC editors are operating a form of self-censorship because they fear ... what, exactly? What is that our licence-fee-funded, "impartial", public-service broadcaster fears about the Murdoch family and its tentacular grip on power in Britain? Or has an edict come down from on high? We should be told.

Update: The BBC have been in touch to say that the interview with Helen was in fact broadcast - elsewhere in the programme.

Jason Cowley is editor of the New Statesman. He has been the editor of Granta, a senior editor at the Observer and a staff writer at the Times.

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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.