The press denied readers the facts over Leveson

Was ours "a free and open marketplace of information"? Not even close, says Martin Moore of the Media Standards Trust.

And though all the winds of doctrine were let loose to play upon the earth, so Truth be in the field, we do injuriously, by licensing and prohibiting, to misdoubt her strength. Let her and falsehood grapple; who ever knew Truth put to the worse in a free and open encounter? (John Milton, Areopagitica).

Milton’s words in Areopagitica still have a wonderful power and resonance. Who, in a vibrant democracy, could object to truth and falsehood grappling with one another in a marketplace of diverse information and opinions?

When it came to reporting and comment on the Leveson Inquiry in the press, was there a marketplace of diverse information and opinions? Was it a fair and open encounter? Our analysis, the first of the whole Inquiry, shows that – with notable exceptions – it was not.
We have just finished analysing news coverage of the Leveson Inquiry from 14 July 2011, the day after it was announced, until 28 November 2012, the day before the report was published. In this period the national press published over 2,000 articles about the Inquiry. Dr Gordon Neil Ramsay, research fellow at the Media Standards Trust, has reviewed and assessed every article with help from LSE Masters students (for those who want to see the raw data and methodology, they are available below).

Three things jump out from the analysis. First, that the decision by the Inquiry to live stream its hearings, and put as much information as it could on the web, was enormously important. It led to a considerable volume of reporting of the testimony – reporting that could be measured against footage of the testimony itself. From this we can see that while witnesses were giving oral evidence to the Inquiry, whether it reflected positively or negatively on the press, it was generally reported relatively fairly and neutrally.

This neutrality and balance plummeted as soon as the oral hearings finished. The level of neutrality – in reporting and comment – fell from 89 per cent while the Inquiry was live streamed to 37 per cent after the live streaming ended.

The second thing that jumps out is the general negative framing of the Inquiry, particularly as time wore on. Bear in mind that this analysis is of coverage before the Leveson report was published. Prior to publication the judge was very careful not to give any indication at to what he would recommend. Despite this, of the four to five hundred articles in this period that expressed a view, over three quarters were negative.
This negative framing steps up a gear in the 100 days before Leveson made his recommendations. In the period leading up to publication there were 28 leader columns about Leveson in the national press. 23 of these contained only negative statements. Three contained both positive and negative. Two contained neither. Not a single leader column contained only positive statements.

The criticism normally took one of three forms. The most common was that the Inquiry would recommend something inimical to press freedom. The next, that the Inquiry was in some way misconceived – poorly framed, poorly composed or poorly managed. The third, that the Inquiry was a waste of time given everything else in the world that needed our attention.

The first and most prevalent of these Leveson criticisms – about press freedom - might have been more understandable to the public if we had been told why the Inquiry was a threat. But the press did not report on the possible alternatives being proposed. There were, in total, six articles – 0.3 per cent of the total – describing or explaining other proposals for press regulation. This is despite the fact that a number of these proposals formed the basis for the judge’s eventual recommendations.

By contrast, there were 56 articles about the plans put forward by the industry. A plan that Lord Justice Leveson said did not come close "to delivering ... regulation that is itself genuinely free and independent of the industry it regulates and political control".

A member of the newspaper reading public, therefore, would have almost no basis on which to make their own judgment on what the effect of Leveson might be. If you relied on the press to understand what options were open to Leveson and what he might recommend, then you would think no viable plan had been put forward beyond that proposed by the press themselves.

You would therefore have to take it on trust when comment and opinion pieces said, as they did repeatedly, that if Leveson recommended anything but the press’ own plan, then it would be disastrous for press freedom and terrible for democracy.

"The peculiar evil of silencing the expression of an opinion", JS Mill wrote in On Liberty, "is, that it is robbing the human race... If the opinion is right, they are deprived of the opportunity of exchanging error for truth: if wrong, they lose, what is almost as great a benefit, the clearer perception and livelier impression of truth, produced by its collision with error."

This analysis shows that the public were deprived of facts from which they could make up their own minds. As well as being deprived of the facts, they were deprived of diverse opinions. This was not Milton’s "free and open encounter".  This was not a diverse marketplace of ideas. And this was before the Inquiry reported. Coverage became even more unbalanced after the report was published on 29th November 2011. But that analysis will have to wait for Part 2 of the report.

Martin Moore is Director of the Media Standards Trust

You can read the Media Standards Trust report on the coverage of the Leveson Inquiry here (pdf)You can find the raw data sets on which the analysis was based here.

"You had to take it on trust ... than anything but the press' plans would be disastrous for press freedom and terrible for democracy." Photo: Getty Images.
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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.