Open Letter Will Brake Charity speak up for London's—and the UK's—"Vanished Bus Victims"? A Briefing Note for Brake Charity CEO Ross Moorlock

By email and blogpost

Ross Moorlock, Chief Executive Officer
Brake Charity
PO Box 18896
Sutton Coldfield B73 9BL

cc: Transport Commissioner; Deputy Mayor for Transport; Deputy Mayor for Social Justice and Communities, London Victims' Commissioner; TfL Walking and Cycling Commissioner; TfL Board Secretariat; TfL SSHR Panel Secretariat; TfL Chief Safety Officer; TfL Director of Bus; TfL Head of Insights and Direction; TfL Chief Operations Officer; London Assembly Transport Committee Members; CEO, London TravelWatch

6 February 2026​

Dear Ross Moorlock,

RE:

Will Brake Charity speak up for London's and the UK's Vanished Bus Victims"?​

Since it appears that London Assembly Members Keith Prince (Reform) and Neil Garratt (Conservative) have recently uncovered a scandal that proves TfL has been misleading the public and press about the actual number of victims "killed in or by a bus" in London each year, Brake Charity's recent Press Release—"​

Brake partners with TfL to continue support for people impacted by serious road traffic collisions in London"—is very timely.

As the survivor of critical injuries I received from a TfL Bus on Oxford Street in 2009, upon learning that Brake Charity had been awarded a £905,000.00 TfL contract to support London road crash victims or their surviving families, I thought you might consider it worthwhile to use some of this public money to convince the Mayor and TfL to be honest about the number of victims they claim are "killed in or by a bus" in London in TfL's benchmark road safety reporting publications.

​

Since Brake Charity is already being paid by TfL under its new contract, I prepared this Briefing Note for your information, review and—if you're inspired to respond—comment, which, like this Briefing Note, I will make public. ​

Background

1. For over a decade, TfL's Contracted Bus Operation has accounted for a disproportionate number of London's Pedestrian Road Crash Victims. ​

Any transparency shown by TfL about the frequent deaths and serious injuries generated by its contracted bus fleet is the direct result of a policy forced upon London's Local Transport Authority (LTA) by Mayor Boris Johnson in 2014. TfL's reluctant transparency came about only after it been regularly receiving (a) bad press generated by my 'relentless' volunteer research and campaigning and (b) public scrutiny from London Assembly members, namely Victoria Borwick, and Richard Tracey (Conservative), Caroline Pidgeon (Liberal Democrat), Jenny Jones and Darren Johnson (Green).

Analysis of the Bus Safety Performance Data (called—interchangeably—"IRIS" or "SHE" Data) that TfL has published every quarter since 2014 evidences—​

​

• there have been, on average, over 26,000 recorded TfL bus crashes per year—that's an average of at least 72 potentially-lethal bus crashes per day—with 2024 witnessing the highest number of recorded crashes (nearly 29,000 or 79 per day) since 2014 (nearly 25,000 or 68 per day).
• at least 10,818 people have been injured in a collision involving a TfL Bus, of which 3557 victims have been 'taken to hospital'. In his responses to many Mayor's Questions, the Mayor has repeatedly confirmed that TfL has no idea if these victims who have been compelled to be taken to hospital from injuries sustained "in or by a bus" have recovered fully or suffer from life-changing injuries or have passed away. Accordingly, the veracity of any serious injury figure published by TfL involving its contracted bus fleet is, quite frankly, dubious;
• at least 137 people have been killed in preventable Bus Safety Incidents in London—113 from collisions, 16 from onboard falls and 9 from other safety-related incidents (e.g, deaths from ill-defined but safety-related 'activity', 'near misses', personal injuries').
• about 10 percent of all vehicle-related pedestrian fatalities in London have resulted from a collision involving a TfL Bus — in 2024, that horrifically large percentage increased to 15%.

Since the public record shows that TfL's contracted bus fleet—
​

(a) now only accounts for about 1 percent of all vehicles on London's roads at any time (down from about 3 percent in 2014), and;​

(b) these vehicles' presence on London's roads and ridership have steadily declined since 2014;​

​

​

—it is obvious that an increasingly disproportionate amount of Brake Charity's services to 'people impacted by serious road traffic collisions in London' will be rendered to victims of TfL's contracted public bus operation. In fact, the public record also shows that, over the past decade, preventable bus collisions resulted in an average of over one person per day being taken to hospital. and—based on TfL's 29 May Press Release about 2024's bus collision fatalities—more than one person per month taken to the morgue. ​

TfL's 'Vanished Bus Victims' Scandal

2. TfL has been misleading the public about the number of people "killed in or on a London Bus" since, at least, 2018.
​

Since Brake has long been a member of TfL's—non-transparent, in my view— Vision Zero Reference Group, you'll already know that in his​

July 2018 Transport Strategy, the Mayor pledged to measure London's progress on Bus Safety Performance according to this unique-to-London—Vision Zero metric, i.e—​

"for no one to be killed in or by a London bus by 2030"

To chart 'progress towards the Mayor's Transport Strategy', since 2018, TfL's benchmark "Casualties in Greater London" reports have purported to show the number of people "killed in or by a bus", clearly evidenced by the two images below that I have extracted from TfL's latest (2024) "Casualties in Greater London" report.​

​

Since TfL's official annual bus fatality totals and the 2010-14 baseline are frequently cited by the Mayor and TfL in official reports and press releases—and, as a direct consequence—in Government and media reports—you might appreciate my firmly held conviction that each time the Mayor or TfL quote numbers and baselines that purport to reflect everyone "killed in or by a bus" in London, those numbers should be based on fact.​

3. Keith Prince AM's scrutiny of TfL's 2010-2024 Bus Fatality Data

In October 2025 (and confirmed by the Mayor in his response to​

Question 2025/3723​

), Keith Prince requested TfL to provide him with the raw 2010-14 bus fatal incident data that it used to populate the information published in, inter alia, TfL's "Fatalities in Greater London 2024" Report. Despite the fact that Keith Prince​

later requested​

the Mayor to compel TfL to publish this raw data on the London Assembly website for public scrutiny, the Mayor failed to honour Keith Prince's request. However, I am grateful Keith Prince shared both TfL's 21 November 2024 cover email and its attached data directly with me.​

Based on my analysis of the information TfL provided to Keith Prince directly for scrutiny, below please find my findings that I hope will encourage further actions by Brake Charity.

4. TfL's 2010-14 Baseline cannot be accurate

Below please find the 21 November 2025 correspondence from TfL to Keith Prince AM.
​

From: Members Correspondence <[email protected]> ​

Sent: Friday, November 21, 2025 4:21:11 PM


To: Keith Prince <[email protected]>


Subject: Follow up from bus safety discussion


Dear Keith,


Thank you for meeting with us last month to discuss our bus safety data. We hope that you found this helpful and productive.


As requested, we have compiled a spreadsheet showing the bus fatalities that are included in table 3 of the data annex (Bus-involved fatalities), we have included the date, borough, collision location and causality mode of travel. Please note, this only includes police-reported (STATS19 fatalities) and doesn’t include non-STATS19 fatalities such as medical incidents and fatalities resulting from collisions on private land.


Unfortunately, the raw data which we have used in the spreadsheet is only available from 2017 onwards. This is because bus casualty data is part of a ‘Bus or Coach’ category as per the Department for Transport STATS19 modal categories. In 2017 TfL agreed with the Metropolitan Police Service (MPS) to split out bus and coaches to enable better monitoring of incidents relating to our buses, this means that from 2017 a flag was included for London buses in the police form which could be used to identify bus-involved fatalities. Prior to 2017, bus involved figures are estimates based on modelled data, so raw data records are not available to share.


Some of the other requested information, such as the bus route and operator, is not recorded in STATS19 and as such could not be included in the attached.


Please let us know if you have any further questions.


Kind regards,


[NAME WITHHELD]


Government Relations


11th Floor, Palestra, SE1 8NJ​

​

Despite the Mayor repeatedly stating (cf. Question 2025/4415 from December 2025) that TfL uses a 2010-14 Baseline to, inter alia—

• measure TfL's 'progress' against Vision Zero Bus Safety targets and
• determine levels of annual performance bonuses paid to TfL executives

—this email confirms that TfL has no reliable raw bus fatality data that underwrites this key Vision Zero and Bus Safety Performance baseline. Furthermore, the fact that TfL admits that it's using STATS19 Data to represent the number of people "killed in or by a bus" each year proves that TfL knows it is citing a mere subset of a larger group of fatalities. If you review the Bus Safety Data Guidance that TfL issued hastily and without explanation in early November 2024, STATS19 criteria allows TfL to exclude victims—​

"killed in or by a bus" from "collisions on private land, noncollisions (e.g. death due to medical episodes or slips, trips and falls on a bus), incidents outside the Greater London boundary and death occurring after 30 days."

While those exclusions might produce inaccurate bus fatality datasets acceptable to the DfT (cf. RAS0601, which shows 521 fatal road collision incidents involving a "Bus or Coach" from 2015-2024), TfL's use of knowingly smaller STATS19 datasets to reflect the total number of people "killed in or by bus" for each year to "measure progress towards the Mayor's Transport Strategy bus involved fatality target for 2030", is frankly, simply intentionally misleading. As you know, both the Mayor's Transport Strategy and the 2030 target are unique-to-London and there is no statutory, legal or moral requirement for TfL to publish less-robust STATS19-defined figures for these reports that relate exclusively to TfL's 'progress towards the Mayor's Transport Strategy bus involved fatality target for 2030.'​

5. TfL is intentionally excluding documented incidents of people "killed in or by a bus" in its official reports that claim to show the total number of people "killed in or by a bus".
​

​

My reconciliation of the raw 2017-2024 data TfL emailed to Keith Prince on 21 November 2025 with the IRIS Data TfL has published on its website quarterly since 2014 reveals that, since 2017, TfL has failed to report 21 documented incidents of "people killed in or by a bus". This means that, for the past 7 years (at least), TfL has failed to acknowledge the deaths of at least 1 in 4 of the total number of people that have actually been "killed in or by a bus".​

​

Allow me to walk you through the incidents of "people killed in or by a bus" each year from 2017 to 2024 that TfL has chosen to ignore in its "Casualties in Greater London" reports which, as you surely know, serve as the primary reference for anyone who scrutinises or reports about Road Safety in London.​

In 2017, TfL states that 8 "people were killed in or by a bus", but TfL excluded the following 4 fatal incidents:

• the 11 March 2017 death of an elderly male pedestrian who was killed in a collision involving a Route E6 Bus operated by Metroline (Greenford Depot) under contract to TfL in Hillingdon Borough;​
• the 28 April 2017 death of an adult male passenger who was killed after an assault on a Route 189 bus operated by Metroline (Cricklewood Depot) under contract to TfL in Westminster Borough;​
• the 29 June 2017 death of an elderly male pedestrian who was killed in a collision involving a Route 216 bus operated by RATP (Fulwell Dept) under contract to TfL in Surrey County;​
• the 16 December 2017 death of an adult male passenger who was killed after falling on a Route R11 bus operated by Go Ahead (Orpington Depot) under contract to TfL in Bromley Borough.​

In 2018, TfL states that 12 "people were killed in or by a bus", but TfL excluded following 4 fatal incidents:

• the 1 April 2018 death of a third party driver of unknown sex and age who was killed in a collision involving a Route 61 bus operated by Stagecoach (Bromley Depot) under contract to TfL in Bromley Borough;​
• the 23 July 2018 death of an elderly female passenger who was killed in an "activity incident" on a Route W8 bus operated by Metroline (Potters Bar) under contract to TfL in Enfield Borough;​
• the 17 September 2018 death of a passenger of unknown sex and age in an "activity incident" on a Route 318 bus operated by Arriva (Enfield Depot) under contract to TfL in Haringey Borough;​
• the 6 November 2018 death of an adult male passenger after falling on a Route 32 bus operated by Metroline (Edgware Depot) in Brent Borough.​

In 2020, TfL states that 7 "people were killed in or by a bus", but TfL excluded the following 5 fatal incidents:

• the 12 February 2020 death of an adult male pedestrian in a collision involving a speeding Route 191 bus operated by Go Ahead (Northumberland Park Depot) under contract to TfL 'near' Edmonton Bus Station in Enfield Borough;​
• the 14 March 2020 death of an adult male pedestrian in a collision involving a Route 96 bus operated by Stagecoach (Plumstead Depot) in Dartford;​
• the 16 March 2020 death of an elderly male passenger after falling on a Route 106 bus operated by Arriva (Ash Grove Depot) in Haringey;​
• the 4 June 2020 death of a third party driver/occupant in a collision with a Route 209 bus operated by Transport UK (Twickenham Depot) in Richmond Upon Thames Borough.​
• the 22 October 2020 death of an elderly female passenger who was killed after falling on a Route 35 bus operated by Go Ahead (Camberwell Depot) in Southwark.​

in 2021, TfL states that 5 "people were killed in or by a bus", but TfL excluded the following fatal incident:

• the 10 August 2021 death of an adult female pedestrian named Melissa Burr who was killed in a collision with a Route 507 bus operated by Go Ahead (Waterloo Depot) at Victoria Bus Station in Westminster Borough. The Evening Standard reported that the Mayor had issued a 'sincere apology' to Melissa Burr's family because TfL "wrongly suggested [she] may have been at fault for her death", an apology the Mayor confirmed in his response to Question 2024/3450. In my view, with all the information about the systemic causes of Victoria Station deaths now in the public domain, TfL's decision to exclude Melissa's Burr's death from the 2021 dataset demands further scrutiny.​

In 2022, TfL states that 9 "people were killed in or by a bus", but TfL excluded the following fatal incident:

• the 18 December 2022 death of an adult male pedestrian named Stephen Mitchell who died after he was critically injured in a collision with a Route 363 bus operated by Go Ahead (Peckham Depot) in Southwark on 26 November 2022. Similar to Melissa Burr's death, the fact that there is so much in the public domain about the ghastly circumstances surrounding Mr. Mitchell's death, and the fact that the Bus Driver was found guilty calls into question TfL's decision to exclude his death from the 2022 datasets and demands further scrutiny.​

In 2023, TfL states that 6 "people were killed in or by a bus", but TfL excluded the following 2 fatal incidents:

• the 12 March 2023 death of an adult male passenger after a collision involving a Route 79 bus operated by RATP (Edgware) in Harrow;​
• the 15 December 2023 death of an elderly female pedestrian named Grace Mecaley who was killed in a collision involving a Route 212 bus operated by Go Ahead (Northumberland Depot) under contract to TfL at Walthamstow Bus Station in Waltham Forest Borough. Since TfL had a Notice of Contravention served to it by the Health and Safety Executive as a direct result of this incident—a document, by the way, that both the Mayor and TfL have both yet to provide for public scrutiny—similar to the exclusion of Melissa Burr and Stephen Mitchell from TfL's official fatality data for 2020 and 2022, TfL's justification for excluding Grace Mecaley's death from 2023's official fatality data demands a cogent explanation.​

In 2024, TfL states that 13 "people were killed in or by a bus", but TfL excluded the following 4 incidents:

• the 27 January 2024 death of an elderly female passenger after an "activity incident event" while on a Route 55 bus operated by Stagecoach (Leyton Depot) in Westminster;​
• the 11 February 2024 death an adult male pedestrian after a collision involving a Route 158 bus operated by Arriva (Edmonton Depot) in Enfield;​
• the 20 June 2024 death of a Bus Occupant of unknown sex and unknown age—an incident that is published in TfL's "Road Fatalities in Greater London since 2019" spreadsheet, but does not appear anywhere else on the TfL site;​
• the 30 December 2024 death of an elderly male passenger who died after falling on a Route 5 bus operated by Go Ahead (River Road Depot) in Newham on 15 March 2024.​

Since we already know that (a) at least 1 in 4 bus victims have been ignored in TfL's 2017-2024 official dataset and (b) TfL refuses to provide the raw data to support the data it cites for "people killed in or by a bus" for the period 2010-2016, I reckon that 21 unacknowledged bus deaths is already a serious underestimate of the total number of victims that TfL has chosen to ignore over the period 2010-2024. In fact, if you've had the opportunity to read my unacknowledged 2 December 2025 Letter to Mayor Sadiq Kahn (#VisionZero: Why is TfL allowed to ghost people who've been killed or seriously injured "on or by a bus" in its annual official Road Casualty reporting?), you'll immediately recognise the names of 2 vanished bus victims from 2010-16.​

• Saba Mirza​
  ​
  (31), who was critically injured on a Zebra Crossing in a collision involving a Route 46 bus operated by Metroline under contract to TfL on 25 November 2016, but, I understand from her family, died while still in hospital in early January 2021. How many more vanished victims like Saba Mirza are there? ​
• Ezarhul Islam (73), who fell and suffered critical injuries after, judging from the Coroner's 16 June 2016 Regulation 28 Report, a Go Ahead 191 Bus moved suddenly without warning on 23 October 2015, but died while still in hospital in December 2015. In its IRIS Data, TfL recorded the cause of his death as "Medical" and didn't include the incident in its "killed in or by a bus" total for 2015. Since 1 January 2014, TfL has recorded 69 Bus-related Fatalities with "Medical" identified as the causal factor for death. How many of these "Medical" deaths actually represent vanished bus victims like Mr. Islam? Based on last month's response to Question 2026/0028, the public will never know because the Mayor has refused to instruct TfL to investigate. ​

6. How Brake Charity can Help TfL's and the UK's Vanished Bus Victims

From my quick reconciliation of the raw 2017-2024 Bus Fatality data Keith Prince received from TfL on 21 November 2025 with (a) the documented incidents of people "killed in or by a bus" found in TfL's published Bus Safety ("SHE/IRIS") Data and Road Safety (STATS19 ) Data and (b) some AI-assisted Web searching, it would appear that, since 2010, there are at least 23 people whose deaths "in or by a bus" were in vain because—

• Key Vision Zero Safety Target Baselines were created;
• Executive Bonuses were determined and paid;
• Official narratives about “Progress” on Vision Zero appeared in Press Releases that were dutifully reported by the local and national press;
• Evidence was submitted by TfL to at least three London Assembly Bus Safety Investigations and also, to the Department for Transport;

—and these specific documented preventable deaths "in or by a bus" were not acknowledged by TfL to have taken place at all.

While TfL press spokespeople callously dismiss these ignored vanquished lives as "a small number of other fatalities" and TfL Board Documents negligently classify all bus deaths as "small numbers of low probability events", as the CEO of the leading national charity providing support to Road Victims, can I assume that you will not dismiss TfL having ignored at least 23 victims "killed in or by a bus" since 2010 in its benchmark road safety publications as merely the data geek pedantry of a highly-motivated Bus Crash Survivor but rather treat it as the breach of public trust by the Mayor and TfL that I think it clearly represents? I might add, for governance of the Mayor's Vision Zero Programme and also for these victims’ families, I think the Mayor's and TfL's acknowledgement of these 23 victims "killed in or by a bus" is precisely the point of Vision Zero.

Accordingly, for a public bus fleet that is entirely within TfL's control, but—​

• still ranks poorly for safety performance among its 'world city' peers, and;
• is probably the least safe of any major European city.

—

I think the Mayor's Vision Zero metric "for no one to be killed in or by a London bus" makes obvious sense. But—as you are no doubt aware—since the Lord Peter Hendy rejected Lord Hampton's 'Vision Zero for Buses' Amendment to the Bus Services [No. 2] Bill on 13 October 2025, Transport for London stands out as the only Local Transport Authority in the country with a Vision Zero Policy that claims to use this "killed in or by a bus" metric to measure its public Bus Safety Performance.

But the stark difference between the official annual bus fatality totals TfL is reporting to the public and the press versus the actual number of "people killed in or by a bus" demands that the Mayor act now to compel TfL to report the truth about the annual number of these incidents.​

​

Thanks to my years of volunteer campaigning and relentless scrutiny by London Assembly Members like Keith Prince and Neil Garratt, there is now so much TfL Bus Safety Performance data available in the public domain that there's no longer any excuse for the truth to be just another victim of TfL’s contracted bus operation. I know that was not the case sixteen years ago today when I was searching for TfL Bus Safety Performance Data on my laptop from my hospital bed while I was still being fed through a stomach tube: I could find no TfL Bus Safety Performance Data in the public domain.
​

In closing, I've got a few final questions for you and the Charity you lead.

Will Brake Charity?—

• Campaign for the Mayor and TfL to understand that the first step toward supporting those 'impacted' by the frequent deaths and injuries generated by London's contracted public bus operation will be for both to acknowledge that these fatal incidents have occurred at all and have them appear in TfL's Annual Road Casualty publications, Monthly Board papers and the baselines TfL uses to measure 'progress' against for Vision Zero 'bus-involved fatalities and determine annual bonus payments for its executives. It is not acceptable that th
  e Mayor and TfL have been allowed to claim credit for 'progress'—and TfL's executives have been receiving larger bonus payments—for meeting Vision Zero targets that are not based on the actual number—or published Vision Zero Target—of people "killed in or a by a bus".​
• Meet with the Bus Drivers who are leading the Bus Driver Bill of Rights Campaign. I ask, because I know that TfL's secretive Vision Zero Reference Group of which Brake Charity is a member, has representatives from political lobbying groups from the Bus, Taxi and Car industries, but lacks any members who can speak with authority about the well-evidenced "institutionally unsafe" conditions that TfL Bus Contracts inflict on London's Bus Drivers. And given your recent public comments about the Government's new Road Safety Strategy, I urge to you also to 'be brave' and instruct your charity to begin to understand and campaign to change the systemic safety problems that have plagued TfL's contracted surface transport operation for decades that undermine the ability of a Bus Driver to operate with duty of care for passengers and other road users.​
• Read the Evidence Submissions from London and UK Bus Drivers to the Bus Services [No. 2] Bill. If you are not familiar with Bus Drivers' key systemic safety concerns, these well-evidenced submissions are a good place to start. I'll make it easy for you—​

• https://bills.parliament.uk/publications/61844/documents/6811​
• https://bills.parliament.uk/publications/61680/documents/6750​
• https://bills.parliament.uk/publications/61691/documents/6758​
• https://bills.parliament.uk/publications/61678/documents/6749​
• https://bills.parliament.uk/publications/61683/documents/6752​
• https://bills.parliament.uk/publications/61937/documents/6837​

• Watch the videos produced by Bus Drivers posted on the new @BetterBuses YouTube Channel. For more information about his new grassroots driver-led initiative, please read my unacknowledged 16 January 2026 Open Letter to Elly Baker (Labour), Chair of the London Assembly Transport Committee.
• Campaign for the DfT to revise its STATS19 bus fatality data definitions to conform to London's Vision Zero "killed in or by a bus" metric, a more robust metric that actually reflects the "Safe Systems" approach upon which the Government claims its recently-published Road Safety Strategy is based. Based on what we've recently discovered in London, we know that DfT's data showing 521 fatalities from a "Bus or a Coach" for the period 2015-2024 has to be a smaller number than the actual number of road safety-related fatalities that have been generated from the country's bus and coach operations over that period. Because Lord Hampton raised the issue of the defects of STATS19 reporting for Bus Fatalities in the House of Lords on 13 February 2025, Lord Hendy's response on that date—"in respect of accidents away from public roads, which I will go away and have a close look at. I am not familiar with that nuance, but it is clearly important" —confirms that the Minister knows about STATS19's definitional defects and suggests that the Government's primary road safety dataset for Bus and Coach Fatalities is neither robust nor accurate. I hope Brake Charity can convince Lord Peter Hendy to do more than just "look at" the manifestly obvious and easily solvable problems surrounding STATS19 definitions that have resulted in many of the UK's bus victims to be excluded from the statistics upon which laws and policies are determined.

TfL's contracted bus fleet constitutes about 25% of the public buses in the United Kingdom and delivers over half the country's bus journeys. If Brake Charity succeeds in using the public funds it receives under its contract from TfL to compel more scrutiny of Bus Safety Performance Reporting by the UK's largest Local Transport Authority, I am confident TfL's longest-serving Commissioner-now-Minister will get up to speed on the 'nuances' to make Bus Safety Reporting more transparent and truthful at a national level. And, since the Lord Hendy is now actively opposing Lord Hampton's Vision Zero (120D) and LTA Bus Safety Reporting (120E) Amendments to the English Devolution and Community Empowerment Bill, there's no time like the present for Brake Charity to act to help TfL's and the country's past and future Vanished Bus Victims.
​

​

Yours sincerely,

Tom Kearney
#LondonBusWatch

E: [email protected]
Twitter: @comadad
Bluesky: @comadad.bsky.social

YouTube: https://www.youtube.com/@BetterBuses and https://www.youtube.com/@tomkearney955​

2018 Winner, Community Hero Award — The Johns Hopkins University Alumni Association
2016 Winner, Transport – Sheila McKechnie Foundation SMK Campaigners Award
​

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Source: https://saferoxfordstreet.blogspot.com/2026/02/will-brake-charity-speak-up-for.html
Auto-imported from Tom Kearney’s blog.