The BBC needs more executives like the author of this book. Photo: Getty
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Auntie under attack: life inside the BBC

This book paints a wonderfully accurate picture – sometimes painfully so – of the inner workings of the BBC: its high hopes and petty jealousies, its triumphs and disasters.

Getting Out Alive: News, Sport and Politics at the BBC
Roger Mosey
Biteback Publishing, 324pp, £20

The BBC has been the nation’s punchbag almost since the day of its inception. From the earliest days of BBC news in the 1920s  – when it had to agree to broadcast no news bulletins before 7pm so as not to threaten the livelihood of the daily newspapers; and when, during the 1926 General Strike, Churchill wanted to turn it into a government propaganda agency – the organisation has been under almost permanent attack from both its media rivals and the government of the day. (At the time of the strike some critics said it should be called the “British Falsehood Company”.)

Yet it has survived. More than that, it remains the world’s most respected broadcaster. From Morecambe and Wise to the Proms, Strictly Come Dancing to Wolf Hall, the BBC has added immeasurably to the richness of the nation. The BBC World Service is by far Britain’s most influential cultural export. And all for 40p a day per television-owning household.

The BBC’s top executives – people such as the no-nonsense newsman Roger Mosey, who has written a hugely entertaining insider’s account of life with Auntie – are, by and large, talented and creative people. But their skill at creating and making world-class programmes is, alas, rarely matched by their crisis management skills.

Over recent years the BBC has taken a pummelling of blows to the head, and despite the protestations of the present director general, Tony Hall, the latest licence-fee deal looks as if it will hasten its eventual demise. Yet again, the BBC has found itself negotiating its future at gunpoint. Just as five years ago, when Mark Thompson was forced to accept a deal that appeared to have been composed on the back of an envelope, so now, a few days of frantic talks conducted well out of the public gaze have ended up placing the future of the BBC at risk.

Its greatest triumph in recent years has been its coverage of the 2012 London Olympics. From the splendour of the opening ceremony, in the planning of which the BBC was intimately involved, to the ­achievement of broadcasting every event from every venue (at peak times it was transmitting simultaneously on 24 channels), this was the BBC at its unparalleled best.

Then, less than two months later, the Jimmy Savile story broke – and the BBC buckled at the knees. The new director general, George Entwistle, was engulfed, and although inside the corporation he was well liked and respected, the public furore overwhelmed him. The golden post-Olympics glow vanished overnight.

Mosey was in charge of the Olympics coverage and he became one of the handful of top executives trying to deal with the Savile crisis. He had edited three of Radio 4’s daily news programmes – PM, The World at One and Today – missing out only The World Tonight, which he says got him “fixated” on radio at the age of about 12. He had also run Radio 5 Live and BBC television news. Yet his start in life was far from the image of privileged metropolitan mandarins that the corporation’s critics like to project: he was born in 1958 in a mother-and-baby home to a single woman in Warrington, Cheshire, adopted as a baby and brought up in Bradford. His relatives were miners, train ­drivers, farmers and shop assistants.

His book paints a wonderfully accurate picture – sometimes painfully so – of the inner workings of the BBC: its high hopes and petty jealousies, its triumphs and disasters. Mosey confesses that his idea of the ideal relationship between producer and presenter was most accurately set out in a one-word instruction written on the glass that separated studio from control room: “Obey.” (In my early days as a radio presenter out on the road I was told: “The producer makes the programme; the presenter carries the kit.”)

Having left the BBC in 2013 to become Master of Selwyn College, Cambridge, Mosey has been critical of some of the BBC’s all-too-evident shortcomings. (Which other organisation would hold finance meetings in the Del Boy Room?) Its management structure is still absurdly convoluted; and its attempts always to be “balanced” in its news coverage can sometimes lead it too close to the edge of inaccuracy. He cites a memo from the corporation’s editorial policy team about coverage of asylum-seekers. It read, he writes, “like a pure liberal-defensive response rather than a quest for range and diversity in our journalism”. In general, though, he is far less critical of the BBC’s overall political balance than you might suppose from the selective extracts serialised ahead of publication.

Mosey has suggested (as did the editor of this magazine last week) that perhaps the BBC should do less; yet there remains the critical dilemma of how to reconcile the imposition of a universal licence fee with a slimmed-down BBC of less-than-universal appeal. These are the issues that will be at the heart of the debate over this week’s government green paper on the BBC’s future (not yet published at the time of writing), and Mosey’s book, albeit light on the big strategic decisions that will need to be ­taken, is a valuable contribution to that debate.

Gordon Brown once said that there are only two kinds of chancellor: those who fail and those who get out in time. The same ­applies to BBC executives, and Mosey got out in time. His relief is palpable, as evidenced by the title of this candid and clear-eyed book by one of the best and the brightest of the Beeb’s recent bosses. The BBC needs more Roger Moseys.

Robin Lustig was a BBC radio presenter from 1989 to 2012

This article first appeared in the 16 July 2015 issue of the New Statesman, The Motherhood Trap

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The Brexit Beartraps, #2: Could dropping out of the open skies agreement cancel your holiday?

Flying to Europe is about to get a lot more difficult.

So what is it this time, eh? Brexit is going to wipe out every banana planet on the entire planet? Brexit will get the Last Night of the Proms cancelled? Brexit will bring about World War Three?

To be honest, I think we’re pretty well covered already on that last score, but no, this week it’s nothing so terrifying. It’s just that Brexit might get your holiday cancelled.

What are you blithering about now?

Well, only if you want to holiday in Europe, I suppose. If you’re going to Blackpool you’ll be fine. Or Pakistan, according to some people...

You’re making this up.

I’m honestly not, though we can’t entirely rule out the possibility somebody is. Last month Michael O’Leary, the Ryanair boss who attracts headlines the way certain other things attract flies, warned that, “There is a real prospect... that there are going to be no flights between the UK and Europe for a period of weeks, months beyond March 2019... We will be cancelling people’s holidays for summer of 2019.”

He’s just trying to block Brexit, the bloody saboteur.

Well, yes, he’s been quite explicit about that, and says we should just ignore the referendum result. Honestly, he’s so Remainiac he makes me look like Dan Hannan.

But he’s not wrong that there are issues: please fasten your seatbelt, and brace yourself for some turbulence.

Not so long ago, aviation was a very national sort of a business: many of the big airports were owned by nation states, and the airline industry was dominated by the state-backed national flag carriers (British Airways, Air France and so on). Since governments set airline regulations too, that meant those airlines were given all sorts of competitive advantages in their own country, and pretty much everyone faced barriers to entry in others. 

The EU changed all that. Since 1994, the European Single Aviation Market (ESAM) has allowed free movement of people and cargo; established common rules over safety, security, the environment and so on; and ensured fair competition between European airlines. It also means that an AOC – an Air Operator Certificate, the bit of paper an airline needs to fly – from any European country would be enough to operate in all of them. 

Do we really need all these acronyms?

No, alas, we need more of them. There’s also ECAA, the European Common Aviation Area – that’s the area ESAM covers; basically, ESAM is the aviation bit of the single market, and ECAA the aviation bit of the European Economic Area, or EEA. Then there’s ESAA, the European Aviation Safety Agency, which regulates, well, you can probably guess what it regulates to be honest.

All this may sound a bit dry-

It is.

-it is a bit dry, yes. But it’s also the thing that made it much easier to travel around Europe. It made the European aviation industry much more competitive, which is where the whole cheap flights thing came from.

In a speech last December, Andrew Haines, the boss of Britain’s Civil Aviation Authority said that, since 2000, the number of destinations served from UK airports has doubled; since 1993, fares have dropped by a third. Which is brilliant.

Brexit, though, means we’re probably going to have to pull out of these arrangements.

Stop talking Britain down.

Don’t tell me, tell Brexit secretary David Davis. To monitor and enforce all these international agreements, you need an international court system. That’s the European Court of Justice, which ministers have repeatedly made clear that we’re leaving.

So: last March, when Davis was asked by a select committee whether the open skies system would persist, he replied: “One would presume that would not apply to us” – although he promised he’d fight for a successor, which is very reassuring. 

We can always holiday elsewhere. 

Perhaps you can – O’Leary also claimed (I’m still not making this up) that a senior Brexit minister had told him that lost European airline traffic could be made up for through a bilateral agreement with Pakistan. Which seems a bit optimistic to me, but what do I know.

Intercontinental flights are still likely to be more difficult, though. Since 2007, flights between Europe and the US have operated under a separate open skies agreement, and leaving the EU means we’re we’re about to fall out of that, too.  

Surely we’ll just revert to whatever rules there were before.

Apparently not. Airlines for America – a trade body for... well, you can probably guess that, too – has pointed out that, if we do, there are no historic rules to fall back on: there’s no aviation equivalent of the WTO.

The claim that flights are going to just stop is definitely a worst case scenario: in practice, we can probably negotiate a bunch of new agreements. But we’re already negotiating a lot of other things, and we’re on a deadline, so we’re tight for time.

In fact, we’re really tight for time. Airlines for America has also argued that – because so many tickets are sold a year or more in advance – airlines really need a new deal in place by March 2018, if they’re to have faith they can keep flying. So it’s asking for aviation to be prioritised in negotiations.

The only problem is, we can’t negotiate anything else until the EU decides we’ve made enough progress on the divorce bill and the rights of EU nationals. And the clock’s ticking.

This is just remoaning. Brexit will set us free.

A little bit, maybe. CAA’s Haines has also said he believes “talk of significant retrenchment is very much over-stated, and Brexit offers potential opportunities in other areas”. Falling out of Europe means falling out of European ownership rules, so itcould bring foreign capital into the UK aviation industry (assuming anyone still wants to invest, of course). It would also mean more flexibility on “slot rules”, by which airports have to hand out landing times, and which are I gather a source of some contention at the moment.

But Haines also pointed out that the UK has been one of the most influential contributors to European aviation regulations: leaving the European system will mean we lose that influence. And let’s not forget that it was European law that gave passengers the right to redress when things go wrong: if you’ve ever had a refund after long delays, you’ve got the EU to thank.

So: the planes may not stop flying. But the UK will have less influence over the future of aviation; passengers might have fewer consumer rights; and while it’s not clear that Brexit will mean vastly fewer flights, it’s hard to see how it will mean more, so between that and the slide in sterling, prices are likely to rise, too.

It’s not that Brexit is inevitably going to mean disaster. It’s just that it’ll take a lot of effort for very little obvious reward. Which is becoming something of a theme.

Still, we’ll be free of those bureaucrats at the ECJ, won’t be?

This’ll be a great comfort when we’re all holidaying in Grimsby.

Jonn Elledge edits the New Statesman's sister site CityMetric, and writes for the NS about subjects including politics, history and Brexit. You can find him on Twitter or Facebook.