Rolling Stock (North of England)

Kate Green Excerpts

Wednesday 12th March 2014 Westminster Hall

[Angela Smith]

I completely agree with my hon. Friend; he, too, always gets to the heart of the debate quickly. I will refer to that point later in my speech.

In his remarks about last Wednesday’s Prime Minister’s questions, my right hon. Friend the Member for Sheffield, Brightside and Hillsborough (Mr Blunkett) made an important point, because one of the consequences of what is happening is that at least the Prime Minister will benefit from a better service when visiting his constituency at weekends, even if the same is not true of my constituency and my right hon. Friend’s constituency.

It is also clear that the process that has led to the transfer of these trains has the fingerprints of Ministers all over it, with DFT Ministers clearly involved in the chain of events that has led us to where we are now. In fact, what we are seeing, as I have already said, is the end result of the botched failure of the west coast main line refranchising, which incidentally cost the tax payer £55 million, and Ministers cannot deny that they were at the heart of that process.

The other factor that has played a part in creating the situation that we are discussing today is the Government’s ideologically driven desire to privatise the east coast main line before the general election next year. To achieve that aim, the Government decided to negotiate costly franchise extensions with many incumbent operators, such as First TransPennine Express, being given a 10-month extension from April 2015 to February 2016. That is at the heart of the decision to transfer these carriages to Chiltern Railways.

[Kate Green (Stretford and Urmston) (Lab)]

I congratulate my hon. Friend on securing this debate and I apologise for not being able to stay for all of it. Does she agree that one of the difficulties that this situation creates for providers is planning their rolling stock needs for the future, and that that is particularly important when so many of the trains that serve my constituency will not even be Disability Discrimination Act-compliant by 2018?

High Speed 2

Kate Green Excerpts

Tuesday 14th January 2014 Westminster Hall

[Sheila Gilmore]

I agree with the right hon. Gentleman and will be coming on to that issue. The underlying purpose, I would argue, is to be able to distribute our investment in our economy more generally, and connectivity is important to that. We have seen, for example, what has happened in Salford with the development of Media City and the BBC’s sometimes apparently painful move up there, which some people obviously felt meant going to the end of the world. That development led not merely to one large company moving part of its operations out of the south-east, but to supporting media industries locating in Salford deliberately because of the bigger pool there.

[Kate Green (Stretford and Urmston) (Lab)]

I apologise, Sir Edward, that I will have to leave before the debate ends, but I congratulate my hon. Friend on bringing this important subject to the House for debate this morning. Although the debate is predominantly about the economic benefits of HS2, does she accept that there are also environmental benefits? If as a result it means that, for further-flung destinations in Scotland and the north of England people are less likely to use air travel, and for areas nearer to London people are less likely to use the roads, there will be green benefits for our economy too.

[Sheila Gilmore]

I accept my hon. Friend’s point about green benefits in the long term, certainly in terms of air travel, although that will not necessarily be the case in the short term, as people will constantly argue.

--- Later in debate ---

[Mrs Gillan]

I am so glad that my right hon. Friend can remember his brief from when he was a Minister. I am grateful for the tunnel, as are my constituents and the environment, but the fact remains that the area of outstanding natural beauty will be drastically affected by the project. If the issue is about connectivity and capacity, there is no reason why alternative routes cannot be found. The reason why it goes straight through my constituency is speed. There are alternative strategies—I am sure that he remembers the 51m alternative strategy that was produced. There are ways of achieving the connectivity and economic renewal of the country other than HS2.

The business case, which the hon. Member for Edinburgh East mentioned, is dreadful. At the end of October, the Government released yet another version of it, which confirmed the shrinking benefit. The benefit-cost ratio for phase 1 is now estimated to be 1.4, excluding the wider economic benefits. However, experts working on the figures—particularly those in HS2 Action Alliance, which includes some great experts on transport and economics—have estimated that the real figure could be under 0.5. That is less than 50p back for every £1 spent. Even the official figures now beg the question whether the project is value for money.

In order to deal with the bad publicity that HS2 was getting about the benefit-cost ratio and the project’s value for money, which is a shrinking benefit, a report from KPMG was commissioned. That was supposed to build a positive view of the railway, as we all now know. It claimed that the economy would be boosted by £15 billion a year. Within days of that report being published, that claim was challenged from many angles. In September, Robert Peston, the BBC’s business editor, drove a coach and horses through the report. He rightly pointed out that many of the gains that KPMG had calculated were based on a reasonable notion that companies would be established in places where there were better transport links, but the report took no account of whether those regions contain available land to site new or bigger companies, or actually have the people with the relevant skills to employ. As those two features are the fundamental causes of poor growth in many parts of the UK, it is amazing to me that the report even stated:

“The methodology employed makes the implicit assumption that transport connectivity is the only supply-side constraint to business location.”

That was a coach and horses through the report.

[Kate Green]

I recognise how strongly the right hon. Lady feels about the matter and on behalf of her constituents. She referred to the KPMG report and the criticisms that were levelled at it. I also point out—and invite her comments on this—that aspects of economic gain were not referred to in the report. For example, it did not take account of the added economic benefits to us in Greater Manchester of investment in a station and of bringing the line through Manchester airport.

[Mrs Gillan]

The hon. Lady could be right. An awful lot was missed out of the report. It was in September that Robert Peston came up with the criticism. In October, a freedom of information request from “Newsnight” revealed the bad economic news that was missed out in detail from the report. The potential losses to some of our regional economies from this rail link will cause real problems. The negative impact on the north-east of Scotland, for example, was described as “significant to say the least” by the Aberdeen chamber of commerce. Areas from Cardiff to Kettering have been identified as ones that will lose millions of pounds from their annual GDP. I agree—that was missed out of the report. There was a nice little map that was supposed to disguise the figures behind, but a freedom of information request from “Newsnight” flushed out that important detail.

By November, the Select Committees were getting their teeth into the HS2 project, and so they should, although one cannot help feeling that the Select Committee on Transport is really an extension of the Department for Transport, given its latest thin and rather inadequate report.

Cycling

Kate Green Excerpts

Monday 2nd September 2013 Commons Chamber

[Mark Pawsey]

The debate has already achieved part of its objective, Madam Deputy Speaker. We have a new cyclist on our Benches. However, if we are fully to realise the objectives set out in the motion, people such as me must be encouraged to ride their bikes more.

The inspiration that led me to use my bicycle more came during the recess. A couple of weeks ago, on a Thursday, I read an article in The Times by Dame Kelly Holmes, encouraging Members of Parliament to ride our bikes before participating in the debate. I had intended to drive the six miles or so from my home to the constituency office, but that day I decided to cycle. I should add that the weather was very good during August, and that the sunshine made my decision a great deal easier.

I have a number of observations to make following that experience. Travelling down Dunchurch road in Rugby in a cycle lane, I noticed that other cyclists were still on the road. I asked myself why those guys were still on the road when I was going down the cycle lane, which is half on the footpath. Then I realised that there were “Give way” lines on the side roads, and that I was having to give way to the cars that were coming out of them. Had I been on the road, I would not have had that problem. The other cyclists were making much faster progress than I was. Perhaps the Minister will explain why cars coming out of a side road have priority over the cyclists on a cycle way.

[Kate Green (Stretford and Urmston) (Lab)]

Could local authorities perhaps be given more discretion to depart from national guidance and come up with imaginative solutions that will work in their own areas?

[Mark Pawsey]

I should certainly like cyclists to be given more encouragement to use cycleways when they are provided.

I encountered another problem on that occasion. I had some constituency duties to fulfil. It was a warm day, and it occurred to me that I ought to carry an extra shirt, so I put one in a rucksack which I carried on my back. I still arrived soaked in sweat, not looking much like a Member of Parliament. I tweeted about the experience and received some useful advice on Twitter, namely that I should put some panniers on my bike so that I need not stick a rucksack on my back which would make my back wet. I now know that if I am to use my bike regularly, I shall need to invest in some panniers.

I also found that, in many instances, the cycleway was in pretty poor condition, with very unclear markings. It had probably been constructed three or four years earlier. Local authorities need to invest in ensuring that the markings on cycleways are clear. On more than one occasion, overgrown trees rendered the cycleway useless and forced me out on to the road.

One or two Members have mentioned vehicles parked in cycleways. Again on more than one occasion, I was forced on to the road by an illegally parked car or van. I agree with what has been said about the need for flexibility on the part of car users who are currently causing difficulties for cyclists.

I took my life in my hands on a slip road on a dual carriageway. There was fast traffic to my right, and as I progressed along to the slip road, to my left, coming up on the inside. Fortunately it was a quiet day, but I should hate to be on that road in different circumstances. Provision should be made for cyclists on slip roads off dual carriageways. I also felt very uncomfortable on roundabouts, which I know have caused concern to the all-party group. I hope that the debate will result in better designed road schemes that make allowances for cyclists.

Road Safety

Kate Green Excerpts

Thursday 25th April 2013 Westminster Hall

[Mrs Louise Ellman (Liverpool, Riverside) (Lab/Co-op)]

I will start by setting out the current situation.

The most recent annual report on road casualties was published last year and provides detailed information for 2011. In that year, there were 203,950 reported casualties on the roads of Great Britain. What is notable about the 2011 statistics is that they represent the first annual increase in the number of people killed in road accidents since 2003. The number of fatalities increased by 3% to 1,901. Fatalities increased for car occupants by 6% to 883 and for pedestrians by 12% to 453.

The number of people killed or seriously injured also increased by 2% to 25,023. In particular, those figures increased for cyclists, by 15% to 3,192, and motorcyclists, by 8% to 5,609—those are very sad figures. Despite that increase, our report recognises that the number of people killed or seriously injured in road accidents still remains lower than in any year since national records began, with the exception of 2010. The 2011 figures, however, represent a worrying departure from the long-term trend of decreasing road casualties, which raises questions about the Government’s road safety strategy. The figures should be a wake-up call for the Government to provide stronger leadership on road safety.

We asked the Government to explain why they think road deaths increased in 2011. The Department for Transport’s response stated that there were a number of factors that may have contributed to the year-on-year increase in road fatalities from 2010 to 2011, particularly given that

“2010 saw the highest ever fall (17 per cent) in a single year.”

The main reason for that change put forward by the Department was that periods of extreme winter weather in 2010 may have reduced the number of road fatalities in that year, as there would have been much less traffic than usual and those motorists who ventured out would have driven more slowly and cautiously. What other reasons does the Minister believe might lie behind that increase?

[Kate Green (Stretford and Urmston) (Lab)]

I am pleased that this debate is taking place, and I apologise for not being able to stay for all of it, but it means a great deal to my constituents. The Safer Trafford Streets campaign is bringing together a range of local people and local organisations to campaign for improved road safety. Does my hon. Friend share my concern that, in light of the figures that she has just revealed, councils, including Trafford council, are cutting road safety posts? We have lost one of our two local road safety officers as a result of council cuts, which obviously creates a further risk that the figures will decline.

[Mrs Ellman]

My hon. Friend points to the importance of local campaigning and the impact of cuts in local government spending on the ability of local authorities to address road safety. I will return to those points. It would also be helpful to know whether the Minister has any provisional information on whether the winter weather earlier this year led to fewer fatalities.

Political leadership is a major factor in road safety. For many, the presence of targets under previous Governments was a sign of that leadership; targets help to focus attention on road safety and to prioritise resources. The current Government, however, have decided to adopt a different approach. When the Government published their strategic framework for road safety in May 2011, they decided against the use of road targets. Instead, they have replaced targets with an action plan and an outcomes framework, consisting of a number of indicators to be measured and a set of casualty forecasts. If the forecasts turn out to be inaccurate, the Department has indicated that it will look at the statistical data and consider its policy options. Perhaps the Minister will elaborate on those options.

Localism, as mentioned by my hon. Friend the Member for Stretford and Urmston (Kate Green), is a key theme of the Government’s strategic approach to road safety: decentralising power and funding will allow local authorities to be more flexible and innovative in tackling it. Strong leadership and a clearer vision, however, are required from the centre to communicate the importance of road safety to local decision makers and other agencies. We concluded in our inquiry that, under conditions of reduced local authority resources and a loss of skilled road safety personnel, the Government should not sit back and assume that road safety will remain a priority. There remains a responsibility for central Government to do all that they can to keep local authorities, the police, other agencies and indeed the public fully focused on delivering significant and sustained improvements.

Our inquiry found considerable variation among local authorities in their performance on road safety. There were certainly examples of good practice, but there were also cases of local authorities not improving their road safety performance in recent years. The Department indicated that it had plans to name and shame the worst performing local authorities; we asked for further information about how that might be achieved and the possible impact, and we were told that the Department had commissioned a local road safety comparison site to pull together a number of metrics that would allow members of the public to be aware of their local highway authority’s road safety performance. The Government believe that making that information available will help the public, lobby groups and council officers and members to identify where there is room for improvement. On launching the website last month, the Minister explained in a written statement that it will help the public and road safety professionals to compare the road safety performance of local authorities.

I have, however, received a number of expressions of concern about the efficiency of the website. I am told that it does not allow comparison of different authorities in any meaningful way. For example, comparisons using annual data can be misleading due to large fluctuations in some of the information, and a considerable amount of work would need to be done by someone looking for comparative data. In addition, there does not appear to be an opportunity to compare the performance of neighbouring local authorities alongside one another on the screen. Can the Minister tell us how much it cost the Department to get the website up and running and whether he is satisfied that it will work effectively as a comparison tool? Furthermore, how does he intend to use it to improve road safety? Having that information will be extremely helpful.

I will mention a number of areas of particular concern in road safety, the first being the safety of young drivers. It is not a new area of concern, and the Transport Committee has looked at it a number of times; the first report of the Select Committee that I was involved with was completed in July 2007. Today, I welcome the report by PACTS—the parliamentary advisory committee for transport safety—which again draws attention to this important issue. The figures are startling: a fifth of people killed or seriously injured on our roads in 2011 were involved in a collision in which at least one driver was aged between 17 and 24; 148 young drivers died and 412 people were killed in accidents involving young drivers, accounting for 22% of all road deaths; 4,894 people were killed or seriously injured in reported accidents involving young car drivers, including 1,552 young car drivers themselves, 936 passengers of young car drivers and 2,406 other casualties, such as occupants of other vehicles or pedestrians; and 27% of 17 to 19-year-old males are involved in a road collision within the first year of passing their test. Those are shocking statistics, and behind every statistic lies a human tragedy. Improving the safety of young drivers must be a priority and must be addressed urgently.

I was disappointed that the Government did not accept the Committee’s recommendation to initiate an independent review of driver training. Instead, the Department intends a Green Paper on improving safety and reducing risks for young drivers. Is the Department considering measures such as a minimum learning period and is it learning from lessons on the motorways to reduce young driver crashes? When will the Green Paper be published and what are the expected time scales for consultation and implementation? Implementing new policies inevitably takes time, so it would also be helpful to get an update from the Minister on specific action by the Department to improve the safety of young drivers and their passengers. What proposals does he have to encourage work with young people, perhaps before they drive, to change their attitude, which is the all-important issue? We do not want young new drivers, young male drivers in particular, to start driving with an attitude of bravado and without realising that a car can be a lethal weapon. The Government are concerned, but we need some urgency. Furthermore, are the Government looking to support voluntary organisations such as car clubs which can assist in this important area?

Cyclists are particularly vulnerable on the road: in 2011, 3,085 cyclists were killed or seriously injured. During our inquiry, The Times newspaper conducted a major campaign on the issue and gave evidence to the Committee. One criticism made by witnesses during our inquiry was about the lack of leadership from the Government on cycle safety. The Department told us that it had set up a cycling stakeholder forum, which was working on a list of ideas and actions to propose to Ministers. How often has that forum met over the past year and, as a result, what actions are being taken forward by the Department? Information from the Minister on that will be helpful.

I welcome the Government setting up the £40 million cycle safety fund, to improve road layouts in particular. The Government were reacting to concerns expressed, which is commendable, but there is a great deal more to do. Cycle safety could be improved in a number of different ways, including training, fitting heavy goods vehicles with sensors and providing infrastructure. Can the Department consider how to encourage the greater adoption of HGV sensors that might make cyclists more visible to lorry drivers? The Department told us that it was not in a position to support mandatory fitment of proximity sensors in HGVs and that the mandatory introduction of any new vehicle technology would need to be agreed at European Union level, so will the Minister update us on his discussions at EU level and whether there is support for such EU-wide regulations?

Motorcyclists are another vulnerable group; they accounted for 1% of traffic but 19% of deaths on Britain’s roads in 2011; 5,609 motorcyclists were killed or seriously injured, with 74% of those accidents involving another vehicle, and 69% of the casualties resulted from accidents at junctions. The Department continues to promote motorcycle road safety through its Think! campaign. The Department said in its response to our report that a review of the motorcycle safety advertising campaign was under way to inform the development of the new campaign plan for 2014. I would be grateful if the Minister told us what lessons were learned from that review and how they have informed the new Think! road safety initiative to encourage motorcyclists to improve their defensive riding skills.

On motorcycle safety, we also sought in our report an update on the changes to the motorcycle test, another area that the Transport Committee has looked at in the past. It has also expressed great concern about the new European motorcycle test. The Department told us that research is being undertaken to evaluate the standard, suitability and safety of the proposed revised motorcycle manoeuvres. We were informed that phase three of the research was due to conclude at the end of last year, and that a full public consultation would follow. Will the Minister update us on that?

Finally, I want to discuss speed limits and their role in making our roads safer. Local authorities have found that 20 mph zones are useful in improving road safety, particularly by reducing pedestrian and cyclist casualties. There is evidence of significant public support for these zones. Indeed, this is another area of policy that is being implemented for which the Transport Committee made strong recommendations when it considered transport safety in the past.

I welcome the fact that the Government have recently updated their guidance to help local councils to implement more consistent speed limits on local roads.

Oral Answers to Questions

Kate Green Excerpts

Thursday 25th April 2013 Commons Chamber

[Mr McLoughlin]

I met the Mayor of London yesterday and had a wide-ranging discussion on many subjects relating to London and other areas. What I have always said is that in principle I have nothing against wider franchising, but I need to see that there is proper accountability. Discussions are ongoing.

[Kate Green (Stretford and Urmston) (Lab)]

As we approach the spending review, will the Secretary of State give careful consideration to the need to secure funding for the extension of the Metrolink in Greater Manchester through Trafford Park in my constituency?

[Mr McLoughlin]

I will take that as one of many bids we will receive. I am very keen to invest in infrastructure for the long term, and various local authorities are putting forward a number of schemes. They will all be assessed and judged, and decisions will be made in the light of the resources available.

Oral Answers to Questions

Kate Green Excerpts

Thursday 29th November 2012 Commons Chamber

[Graeme Morrice (Livingston) (Lab)]

8. If he will make it his policy to reinstate national targets to reduce deaths and serious injuries on the roads.

[Kate Green (Stretford and Urmston) (Lab)]

13. If he will make it his policy to reinstate national targets to reduce deaths and serious injuries on the roads.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

The Government have no plans to reinstate national targets. The strategic framework for road safety sets out measures that we intend to take to continue to reduce casualties. Those include making forecasts of the casualty numbers that we might expect to see through to 2030 if our measures, and the actions of local authorities, are successful.

[Mr McLoughlin]

I will never take safety lightly; it must always be uppermost in the mind of the Secretary of State for Transport. The United Kingdom has a very good record. In 1979, the number of people killed on the roads was 6,352. In 2011, the number was 1,901. That is still far too many, but the country has been heading in the right direction.

[Kate Green]

Campaigners will meet in my constituency this weekend to discuss how we can improve local road safety. There is growing support for 20 mph speed limits in residential areas. Why does the Department advise that safety has to be balanced against economic considerations and traffic flow, when there is no evidence of longer journey times in 20 mph areas?

[Mr McLoughlin]

I am always willing to look at the hon. Lady’s representations. It is important that we take a range of measures to improve safety. We have taken a range of measures, as have the companies that produce cars. There is no doubt that cars are much more responsive in their braking power than they were 30 years ago. We have made movements in the right direction. In some areas, 20 mph speed limits are right.

Oral Answers to Questions

Kate Green Excerpts

Thursday 18th October 2012 Commons Chamber

[Mr Browne]

I am sure that my hon. Friend speaks for the whole House about the shock and revulsion felt at the allegations made against Jimmy Savile. It increasingly appears that a culture of abuse took place in the past and in my cases—it is important to remember—continues to take place. We need to learn lessons from this specific case and be vigilant in understanding the threat that exists in our communities here and now.

[Kate Green (Stretford and Urmston) (Lab)]

Today is anti-slavery day. Figures show an increase in reported cases of human trafficking, but we all feel that that is still the tip of a terrible iceberg that, of course, includes women and children being trafficked into prostitution. Given that tackling these terrible cross-border crimes relies on things such as co-operation with Europol, sharing data, criminal records and expertise, and the European arrest warrant, how on anti-slavery day do Ministers justify opting out of all those things?

[Mr Browne]

I strongly endorse the hon. Lady’s starting observation about what a terrible crime human trafficking is, and it is our intention as a Government to be vigilant in tackling it more effectively. That is why we are creating the National Crime Agency, which will come into effect this time next year, and the issue is already a priority for the Serious Organised Crime Agency. It is important that we co-operate with countries across Europe—and, for that matter, further afield—to ensure that we have the highest level of resilience at our borders, but also before people get to that point.

Oral Answers to Questions

Kate Green Excerpts

Thursday 28th June 2012 Commons Chamber

[Maria Miller]

My hon. Friend is absolutely right to want to drive through more good decision making in that process, and we are doing so across the board by working with Atos to make sure that it adheres to the contracts we have with it, and through the changes that we are making as a result of the Harrington reports, but importantly mandatory reconsideration, which begins in April 2013 for all decisions on benefits, will ensure that more decisions are right first time.

[Kate Green (Stretford and Urmston) (Lab)]

The Government say that their welfare reforms are intended to enable more disabled people to get into work, but a case has been raised with us about a young man who is a wheelchair user, had been desperate to work, found a job but had to turn it down because he would have needed to move and could not find affordable adapted housing. Why are the Government delaying the reasonable adjustment provisions that would help such people to work?

[Maria Miller]

The hon. Lady will know that we have a broad range of support available for people such as the gentleman she refers to through the access to work scheme, for which we are increasing funding by about £15 million over the spending review period, and through local housing payments, such as the one I referred to in a previous answer, in order to ensure that local authorities have the flexibility to support such individuals, so that they can get into work and stay in work.

Oral Answers to Questions

Kate Green Excerpts

Thursday 19th April 2012 Commons Chamber

[Lynne Featherstone]

It was good to read that female employment for over-50s has increased by nearly 200,000 in the past 12 months. I understand that most of those jobs are due to business start-ups, which the Government are keen to encourage.

[Kate Green (Stretford and Urmston) (Lab)]

Are not many of those older women trying to enter the labour market because they realise they do not have the pension provision they had hoped for and that they need to stay in employment for longer, as Nick Pearce, director of the Institute for Public Policy Research, has shown? They are choosing self-employment because it is clear that there are not enough jobs available to them.

At the same time, the gender pay gap is increasing with age. The Equality and Human Rights Commission says that at age 40, the gap between women and men is 27%, compared with an overall full-time gap of 15.5%. Rather than being complacent and saying that older women are choosing to set up new businesses, should the Minister not take active steps to tackle the toxic combination of ageism and sexism that is hitting older women?

Oral Answers to Questions

Kate Green Excerpts

Thursday 23rd February 2012 Commons Chamber

[Lynne Featherstone]

The Government condemn this awful practice. We are committed to tackling honour-based violence and the action plan to end violence against women and girls sets out our approach. It includes working with partners to identify what more can be done. Next week I will be in New York to attend the commission on the status of women, where I will speak on forced marriage for Plan UK.

[Kate Green (Stretford and Urmston) (Lab)]

Aylesbury women’s centre is closing its domestic violence service; two out of six of the Imkaan refuges that provide specialist help for black and minority ethnic women are closing; Trafford Women’s Aid is losing half its council funding for the refuge; Devon domestic violence and abuse services are losing half their staff; in Northumbria, the counselling service, paid for by the police, at the sexual assault referral centre has been stopped; and our women’s safety commission has found countless examples across the country of services that protect women being disproportionately hit, putting women’s safety at risk. The Government cannot palm the blame on to local authorities. Will the Minister take her responsibility for women’s safety seriously and urgently conduct a national audit of the support available for women and girls at risk of violence, to make sure their protection is not being removed?

[Lynne Featherstone]

If we were not dealing with the greatest deficit in peacetime Britain, we may not have had to do anything. As I said to the hon. Member for Stoke-on-Trent South (Robert Flello), the Supporting People budget of £6.5 billion has been cut by only 1%. The matters the hon. Lady raises are local matters and we have made the situation perfectly clear and sent out a message to local government not to make the voluntary sector a soft target. When the hon. Lady publishes her report, I trust she will send it to all local authorities.