You are a helpful assistant in evaluating the quality of the outputs for a given instruction. Your goal is to select the best output for the given instruction.

Select the Output (a) or Output (b) that is better for the given instruction. The two outputs are generated by two different AI chatbots respectively.

Here are some rules of the evaluation:
(1) You should prioritize evaluating whether the output honestly/precisely/closely executes the instruction, then consider its helpfulness, accuracy, level of detail, harmlessness, etc.
(2) Outputs should NOT contain more/less than what the instruction asks for, as such outputs do NOT precisely execute the instruction.
(3) You should avoid any potential bias and your judgment should be as objective as possible. For example, the order in which the outputs were presented should NOT affect your judgment, as Output (a) and Output (b) are **equally likely** to be the better.

Do NOT provide any explanation for your choice.
Do NOT say both / neither are good.
You should answer using ONLY "Output (a)" or "Output (b)". Do NOT output any other words.

# Instruction:
Here is an article:
The decline that is on the horizon for the Bridgend engine plant is the latest phase of a shift in gear that has been going on since the early 1990s. By Sarah DickinsBBC Wales economics correspondent The change in emphasis goes back to 2008 and the "one Ford Plan" - the decision at Ford HQ in Dearborn in the States to "go global." This meant operating as a global company and no longer having Ford UK and Ford Europe making different designs of cars compared with the USA and rest of the world. In contrast it would become a more centralised global operation with the same models selling across the world and investment going to the plants that can prove they are the most efficient. For Wales, and the Bridgend engine plant, that meant it would not just have to compete to be more efficient than Ford's engine plants in Valencia and Cologne - which it had done successfully for decades - it would in future have to compete globally. When Ford decided to cease car assembly in the UK, that made the landscape more challenging for Bridgend. The Halewood plant in Liverpool stopped assembling cars for Ford in 1997 and concentrated on Jaguar and later vehicles for Jaguar Land Rover. Ford also stopped assembling cars at its Dagenham plant in Essex in 2002, concentrating on engines instead. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Now engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK . You may well be driving around Wales in a Ford car with a Welsh engine but the car will probably have been built in Germany. With Ford's European car assembly also based in Romania, Russia and Turkey, it is now a long and less efficient way of supplying engines to production lines. With Brexit now on the agenda and the possibility of trade barriers, duties - taxes in effect being put on UK products entering the EU and also goods flowing from the EU to the UK - factories making engines here will have to be even more efficient to be kept open by Ford. For the Bridgend engine plant all these factors coming together is increasing the pressure. If an engine entering Valencia had a tariff added to its cost only to be then shipped back to the UK with another tariff put on it then it is easy to see why Ford might consider in the future using engines made in Valencia in cars assembled in the same plant. HOW FORD CAME TO BRIDGEND Ford chose Bridgend for its new engine plant in the summer of 1977 after competition from elsewhere in Europe, chiefly from Ireland. The company had gone back to the Welsh Development Agency, which it impressed despite rejecting deals for two smaller projects. It needed an engine for its new model - code-named Erika - which was designed to rescue the company from the doldrums, especially in Europe and America. The car became the next generation Ford Escort, and would be built at Halewood on Merseyside and at Saarlouis in Germany from 1980. The American company looked at sites in Briton Ferry, Shotton and was close to choosing Llantrisant before opting for development land in Bridgend. The deal was finalised after the then Labour Prime Minister James Callaghan - also a Cardiff MP - entertained the Ford Europe chairman at Chequers and then also invited Henry Ford - the grandson of the company's founder - to lunch at No 10. The firm had concerns about strikes and Britain's industrial relations record. But the deal was worth £36m in government money out of the £180m total cost - although there was also investment at other plants in the UK tied in. The grants for buildings and equipment also included £1m towards a new rail link to the plant. The promise was 2,500 jobs but by the time it opened in May 1980, Ford had decided to take on only 1,400 workers. Some of the work had already been switched to Valencia. The new Escort would have three different sized engines, not all made at Bridgend. Some would also go into the smaller Ford Fiesta. Executives had also been to Japan to see production techniques and the same number of engines could be produced there by just 800 workers. But with industries like steel and mining in difficulty, there was still a big response in south Wales - 22,000 people applied for the new jobs and it would become one of the most important employers along the "M4 corridor". The "Erika" and her successor would by the end of the 1980s be arguably the UK's most popular car with more than 1.6m models on the roads. When Ford announced in 2015 that Bridgend has secured investment for the next petrol engine project called Dragon it said 250,000 engines would be made a year. The plant has a capacity for three times that and at the time there were those who were concerned that this signalled the start of a run down of the plant. The news in September that the proposed engine production was to be reduced to 125,000 was even more concerning, and has built up in recent months to unions looking for clarity from Ford about its intentions. At the moment 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar. It has planned to cease making engines for Jaguar in 2019 - the same year as production of the Sigma engine for Ford is due to end. It is hard to see how Ford can retain anywhere near the existing level of workers when it is no longer making engines for Jaguar and with a relatively small turnover of new Dragon engines. But it is not just the size of the workforce that could become unsustainable; the site is massive and it would become increasingly hard for local managers to argue the case that the plant makes economic sense to global Ford.

Here is an summary requirement:
Summarize the information about Ford in a timeline.

Please summarize the above article based on the given requirement:

# Output (a):
In 1977, Ford chose Bridgend for its new engine plant and received government grants worth £36m. The plant opened in May 1980 with 1,400 workers and produced engines for the next generation Ford Escort. By the end of the 1980s, the Escort became one of the UK's most popular cars. In 2008, Ford HQ in the US decided to "go global" and operate as a more centralized global operation with the same models selling across the world. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Currently, the Bridgend engine plant is under pressure due to Brexit and the possibility of trade barriers. In 2015, Bridgend secured investment for the next petrol engine project called Dragon, but in September 2018, the proposed engine production was reduced to 125,000. The plant has a capacity for three times that and is planned to cease making engines for Jaguar in 2019.

# Output (b):
-The decline of the Bridgend engine plant is part of a larger shift that has been taking place since the early 1990s.
-In 2008, Ford decided to operate as a global company, which meant standardizing models across the world and investing in the most efficient plants.
-This put pressure on the Bridgend plant, which had to compete with other Ford engine plants globally.
-When Ford stopped assembling cars in the UK, this made the landscape even more challenging for Bridgend.
-Now, engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK.
-With Brexit on the horizon, factories making engines in the UK will have to be even more efficient to stay open.
-Ford chose Bridgend for its new engine plant in 1977 after competition from elsewhere in Europe.
-The plant opened in 1980, but by that time some of the work had already been switched to Valencia.
-In 2015, Ford announced that Bridgend had secured investment for the next petrol engine project called Dragon.
-However, in September 2018, it was announced that the proposed engine production would be reduced to 125,000.
-At the moment, 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar.
-However, production of the Sigma engine is due to end in 2019, and it is not clear how many workers will be retained at that point.

# Which is better, Output (a) or Output (b)? Your response should be either "Output (a)" or "Output (b)":

Output (a)

Instruction:
Here is an article:
The decline that is on the horizon for the Bridgend engine plant is the latest phase of a shift in gear that has been going on since the early 1990s. By Sarah DickinsBBC Wales economics correspondent The change in emphasis goes back to 2008 and the "one Ford Plan" - the decision at Ford HQ in Dearborn in the States to "go global." This meant operating as a global company and no longer having Ford UK and Ford Europe making different designs of cars compared with the USA and rest of the world. In contrast it would become a more centralised global operation with the same models selling across the world and investment going to the plants that can prove they are the most efficient. For Wales, and the Bridgend engine plant, that meant it would not just have to compete to be more efficient than Ford's engine plants in Valencia and Cologne - which it had done successfully for decades - it would in future have to compete globally. When Ford decided to cease car assembly in the UK, that made the landscape more challenging for Bridgend. The Halewood plant in Liverpool stopped assembling cars for Ford in 1997 and concentrated on Jaguar and later vehicles for Jaguar Land Rover. Ford also stopped assembling cars at its Dagenham plant in Essex in 2002, concentrating on engines instead. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Now engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK . You may well be driving around Wales in a Ford car with a Welsh engine but the car will probably have been built in Germany. With Ford's European car assembly also based in Romania, Russia and Turkey, it is now a long and less efficient way of supplying engines to production lines. With Brexit now on the agenda and the possibility of trade barriers, duties - taxes in effect being put on UK products entering the EU and also goods flowing from the EU to the UK - factories making engines here will have to be even more efficient to be kept open by Ford. For the Bridgend engine plant all these factors coming together is increasing the pressure. If an engine entering Valencia had a tariff added to its cost only to be then shipped back to the UK with another tariff put on it then it is easy to see why Ford might consider in the future using engines made in Valencia in cars assembled in the same plant. HOW FORD CAME TO BRIDGEND Ford chose Bridgend for its new engine plant in the summer of 1977 after competition from elsewhere in Europe, chiefly from Ireland. The company had gone back to the Welsh Development Agency, which it impressed despite rejecting deals for two smaller projects. It needed an engine for its new model - code-named Erika - which was designed to rescue the company from the doldrums, especially in Europe and America. The car became the next generation Ford Escort, and would be built at Halewood on Merseyside and at Saarlouis in Germany from 1980. The American company looked at sites in Briton Ferry, Shotton and was close to choosing Llantrisant before opting for development land in Bridgend. The deal was finalised after the then Labour Prime Minister James Callaghan - also a Cardiff MP - entertained the Ford Europe chairman at Chequers and then also invited Henry Ford - the grandson of the company's founder - to lunch at No 10. The firm had concerns about strikes and Britain's industrial relations record. But the deal was worth £36m in government money out of the £180m total cost - although there was also investment at other plants in the UK tied in. The grants for buildings and equipment also included £1m towards a new rail link to the plant. The promise was 2,500 jobs but by the time it opened in May 1980, Ford had decided to take on only 1,400 workers. Some of the work had already been switched to Valencia. The new Escort would have three different sized engines, not all made at Bridgend. Some would also go into the smaller Ford Fiesta. Executives had also been to Japan to see production techniques and the same number of engines could be produced there by just 800 workers. But with industries like steel and mining in difficulty, there was still a big response in south Wales - 22,000 people applied for the new jobs and it would become one of the most important employers along the "M4 corridor". The "Erika" and her successor would by the end of the 1980s be arguably the UK's most popular car with more than 1.6m models on the roads. When Ford announced in 2015 that Bridgend has secured investment for the next petrol engine project called Dragon it said 250,000 engines would be made a year. The plant has a capacity for three times that and at the time there were those who were concerned that this signalled the start of a run down of the plant. The news in September that the proposed engine production was to be reduced to 125,000 was even more concerning, and has built up in recent months to unions looking for clarity from Ford about its intentions. At the moment 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar. It has planned to cease making engines for Jaguar in 2019 - the same year as production of the Sigma engine for Ford is due to end. It is hard to see how Ford can retain anywhere near the existing level of workers when it is no longer making engines for Jaguar and with a relatively small turnover of new Dragon engines. But it is not just the size of the workforce that could become unsustainable; the site is massive and it would become increasingly hard for local managers to argue the case that the plant makes economic sense to global Ford.

Here is an summary requirement:
Summarize the information about Ford in a timeline.

Please summarize the above article based on the given requirement:

In 1977, Ford chose Bridgend for its new engine plant and received government grants worth £36m. The plant opened in May 1980 with 1,400 workers and produced engines for the next generation Ford Escort. By the end of the 1980s, the Escort became one of the UK's most popular cars. In 2008, Ford HQ in the US decided to "go global" and operate as a more centralized global operation with the same models selling across the world. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Currently, the Bridgend engine plant is under pressure due to Brexit and the possibility of trade barriers. In 2015, Bridgend secured investment for the next petrol engine project called Dragon, but in September 2018, the proposed engine production was reduced to 125,000. The plant has a capacity for three times that and is planned to cease making engines for Jaguar in 2019.

-The decline of the Bridgend engine plant is part of a larger shift that has been taking place since the early 1990s.
-In 2008, Ford decided to operate as a global company, which meant standardizing models across the world and investing in the most efficient plants.
-This put pressure on the Bridgend plant, which had to compete with other Ford engine plants globally.
-When Ford stopped assembling cars in the UK, this made the landscape even more challenging for Bridgend.
-Now, engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK.
-With Brexit on the horizon, factories making engines in the UK will have to be even more efficient to stay open.
-Ford chose Bridgend for its new engine plant in 1977 after competition from elsewhere in Europe.
-The plant opened in 1980, but by that time some of the work had already been switched to Valencia.
-In 2015, Ford announced that Bridgend had secured investment for the next petrol engine project called Dragon.
-However, in September 2018, it was announced that the proposed engine production would be reduced to 125,000.
-At the moment, 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar.
-However, production of the Sigma engine is due to end in 2019, and it is not clear how many workers will be retained at that point.


You are a helpful assistant in evaluating the quality of the outputs for a given instruction. Your goal is to select the best output for the given instruction.

Select the Output (a) or Output (b) that is better for the given instruction. The two outputs are generated by two different AI chatbots respectively.

Here are some rules of the evaluation:
(1) You should prioritize evaluating whether the output honestly/precisely/closely executes the instruction, then consider its helpfulness, accuracy, level of detail, harmlessness, etc.
(2) Outputs should NOT contain more/less than what the instruction asks for, as such outputs do NOT precisely execute the instruction.
(3) You should avoid any potential bias and your judgment should be as objective as possible. For example, the order in which the outputs were presented should NOT affect your judgment, as Output (a) and Output (b) are **equally likely** to be the better.

Do NOT provide any explanation for your choice.
Do NOT say both / neither are good.
You should answer using ONLY "Output (a)" or "Output (b)". Do NOT output any other words.

# Instruction:
Here is an article:
The decline that is on the horizon for the Bridgend engine plant is the latest phase of a shift in gear that has been going on since the early 1990s. By Sarah DickinsBBC Wales economics correspondent The change in emphasis goes back to 2008 and the "one Ford Plan" - the decision at Ford HQ in Dearborn in the States to "go global." This meant operating as a global company and no longer having Ford UK and Ford Europe making different designs of cars compared with the USA and rest of the world. In contrast it would become a more centralised global operation with the same models selling across the world and investment going to the plants that can prove they are the most efficient. For Wales, and the Bridgend engine plant, that meant it would not just have to compete to be more efficient than Ford's engine plants in Valencia and Cologne - which it had done successfully for decades - it would in future have to compete globally. When Ford decided to cease car assembly in the UK, that made the landscape more challenging for Bridgend. The Halewood plant in Liverpool stopped assembling cars for Ford in 1997 and concentrated on Jaguar and later vehicles for Jaguar Land Rover. Ford also stopped assembling cars at its Dagenham plant in Essex in 2002, concentrating on engines instead. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Now engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK . You may well be driving around Wales in a Ford car with a Welsh engine but the car will probably have been built in Germany. With Ford's European car assembly also based in Romania, Russia and Turkey, it is now a long and less efficient way of supplying engines to production lines. With Brexit now on the agenda and the possibility of trade barriers, duties - taxes in effect being put on UK products entering the EU and also goods flowing from the EU to the UK - factories making engines here will have to be even more efficient to be kept open by Ford. For the Bridgend engine plant all these factors coming together is increasing the pressure. If an engine entering Valencia had a tariff added to its cost only to be then shipped back to the UK with another tariff put on it then it is easy to see why Ford might consider in the future using engines made in Valencia in cars assembled in the same plant. HOW FORD CAME TO BRIDGEND Ford chose Bridgend for its new engine plant in the summer of 1977 after competition from elsewhere in Europe, chiefly from Ireland. The company had gone back to the Welsh Development Agency, which it impressed despite rejecting deals for two smaller projects. It needed an engine for its new model - code-named Erika - which was designed to rescue the company from the doldrums, especially in Europe and America. The car became the next generation Ford Escort, and would be built at Halewood on Merseyside and at Saarlouis in Germany from 1980. The American company looked at sites in Briton Ferry, Shotton and was close to choosing Llantrisant before opting for development land in Bridgend. The deal was finalised after the then Labour Prime Minister James Callaghan - also a Cardiff MP - entertained the Ford Europe chairman at Chequers and then also invited Henry Ford - the grandson of the company's founder - to lunch at No 10. The firm had concerns about strikes and Britain's industrial relations record. But the deal was worth £36m in government money out of the £180m total cost - although there was also investment at other plants in the UK tied in. The grants for buildings and equipment also included £1m towards a new rail link to the plant. The promise was 2,500 jobs but by the time it opened in May 1980, Ford had decided to take on only 1,400 workers. Some of the work had already been switched to Valencia. The new Escort would have three different sized engines, not all made at Bridgend. Some would also go into the smaller Ford Fiesta. Executives had also been to Japan to see production techniques and the same number of engines could be produced there by just 800 workers. But with industries like steel and mining in difficulty, there was still a big response in south Wales - 22,000 people applied for the new jobs and it would become one of the most important employers along the "M4 corridor". The "Erika" and her successor would by the end of the 1980s be arguably the UK's most popular car with more than 1.6m models on the roads. When Ford announced in 2015 that Bridgend has secured investment for the next petrol engine project called Dragon it said 250,000 engines would be made a year. The plant has a capacity for three times that and at the time there were those who were concerned that this signalled the start of a run down of the plant. The news in September that the proposed engine production was to be reduced to 125,000 was even more concerning, and has built up in recent months to unions looking for clarity from Ford about its intentions. At the moment 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar. It has planned to cease making engines for Jaguar in 2019 - the same year as production of the Sigma engine for Ford is due to end. It is hard to see how Ford can retain anywhere near the existing level of workers when it is no longer making engines for Jaguar and with a relatively small turnover of new Dragon engines. But it is not just the size of the workforce that could become unsustainable; the site is massive and it would become increasingly hard for local managers to argue the case that the plant makes economic sense to global Ford.

Here is an summary requirement:
Summarize the information about Ford in a timeline.

Please summarize the above article based on the given requirement:

# Output (a):
- 1977: Ford chooses Bridgend for its new engine plant after competition from other European locations.
- 1980: Bridgend plant opens with 1,400 workers, producing engines for the next generation Ford Escort.
- 1997: Halewood plant in Liverpool stops assembling cars for Ford, focusing on Jaguar and later Jaguar Land Rover vehicles.
- 2002: Ford stops assembling cars at its Dagenham plant in Essex, concentrating on engines instead.
- 2008: Ford introduces the "One Ford Plan," centralizing global operations and increasing competition among plants.
- 2013: Transit van factory in Southampton closes, marking the end of Ford making vehicles in the UK.
- 2015: Bridgend secures investment for the next petrol engine project called Dragon, with 250,000 engines to be made annually.
- 2019: Ford plans to cease making engines for Jaguar and production of the Sigma engine for Ford is due to end.
- September 2021: Proposed engine production is reduced to 125,000, raising concerns about the future of the Bridgend plant.

# Output (b):
-The decline of the Bridgend engine plant is part of a larger shift that has been taking place since the early 1990s.
-In 2008, Ford decided to operate as a global company, which meant standardizing models across the world and investing in the most efficient plants.
-This put pressure on the Bridgend plant, which had to compete with other Ford engine plants globally.
-When Ford stopped assembling cars in the UK, this made the landscape even more challenging for Bridgend.
-Now, engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK.
-With Brexit on the horizon, factories making engines in the UK will have to be even more efficient to stay open.
-Ford chose Bridgend for its new engine plant in 1977 after competition from elsewhere in Europe.
-The plant opened in 1980, but by that time some of the work had already been switched to Valencia.
-In 2015, Ford announced that Bridgend had secured investment for the next petrol engine project called Dragon.
-However, in September 2018, it was announced that the proposed engine production would be reduced to 125,000.
-At the moment, 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar.
-However, production of the Sigma engine is due to end in 2019, and it is not clear how many workers will be retained at that point.

# Which is better, Output (a) or Output (b)? Your response should be either "Output (a)" or "Output (b)":

Output (a)

Instruction:
Here is an article:
The decline that is on the horizon for the Bridgend engine plant is the latest phase of a shift in gear that has been going on since the early 1990s. By Sarah DickinsBBC Wales economics correspondent The change in emphasis goes back to 2008 and the "one Ford Plan" - the decision at Ford HQ in Dearborn in the States to "go global." This meant operating as a global company and no longer having Ford UK and Ford Europe making different designs of cars compared with the USA and rest of the world. In contrast it would become a more centralised global operation with the same models selling across the world and investment going to the plants that can prove they are the most efficient. For Wales, and the Bridgend engine plant, that meant it would not just have to compete to be more efficient than Ford's engine plants in Valencia and Cologne - which it had done successfully for decades - it would in future have to compete globally. When Ford decided to cease car assembly in the UK, that made the landscape more challenging for Bridgend. The Halewood plant in Liverpool stopped assembling cars for Ford in 1997 and concentrated on Jaguar and later vehicles for Jaguar Land Rover. Ford also stopped assembling cars at its Dagenham plant in Essex in 2002, concentrating on engines instead. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Now engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK . You may well be driving around Wales in a Ford car with a Welsh engine but the car will probably have been built in Germany. With Ford's European car assembly also based in Romania, Russia and Turkey, it is now a long and less efficient way of supplying engines to production lines. With Brexit now on the agenda and the possibility of trade barriers, duties - taxes in effect being put on UK products entering the EU and also goods flowing from the EU to the UK - factories making engines here will have to be even more efficient to be kept open by Ford. For the Bridgend engine plant all these factors coming together is increasing the pressure. If an engine entering Valencia had a tariff added to its cost only to be then shipped back to the UK with another tariff put on it then it is easy to see why Ford might consider in the future using engines made in Valencia in cars assembled in the same plant. HOW FORD CAME TO BRIDGEND Ford chose Bridgend for its new engine plant in the summer of 1977 after competition from elsewhere in Europe, chiefly from Ireland. The company had gone back to the Welsh Development Agency, which it impressed despite rejecting deals for two smaller projects. It needed an engine for its new model - code-named Erika - which was designed to rescue the company from the doldrums, especially in Europe and America. The car became the next generation Ford Escort, and would be built at Halewood on Merseyside and at Saarlouis in Germany from 1980. The American company looked at sites in Briton Ferry, Shotton and was close to choosing Llantrisant before opting for development land in Bridgend. The deal was finalised after the then Labour Prime Minister James Callaghan - also a Cardiff MP - entertained the Ford Europe chairman at Chequers and then also invited Henry Ford - the grandson of the company's founder - to lunch at No 10. The firm had concerns about strikes and Britain's industrial relations record. But the deal was worth £36m in government money out of the £180m total cost - although there was also investment at other plants in the UK tied in. The grants for buildings and equipment also included £1m towards a new rail link to the plant. The promise was 2,500 jobs but by the time it opened in May 1980, Ford had decided to take on only 1,400 workers. Some of the work had already been switched to Valencia. The new Escort would have three different sized engines, not all made at Bridgend. Some would also go into the smaller Ford Fiesta. Executives had also been to Japan to see production techniques and the same number of engines could be produced there by just 800 workers. But with industries like steel and mining in difficulty, there was still a big response in south Wales - 22,000 people applied for the new jobs and it would become one of the most important employers along the "M4 corridor". The "Erika" and her successor would by the end of the 1980s be arguably the UK's most popular car with more than 1.6m models on the roads. When Ford announced in 2015 that Bridgend has secured investment for the next petrol engine project called Dragon it said 250,000 engines would be made a year. The plant has a capacity for three times that and at the time there were those who were concerned that this signalled the start of a run down of the plant. The news in September that the proposed engine production was to be reduced to 125,000 was even more concerning, and has built up in recent months to unions looking for clarity from Ford about its intentions. At the moment 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar. It has planned to cease making engines for Jaguar in 2019 - the same year as production of the Sigma engine for Ford is due to end. It is hard to see how Ford can retain anywhere near the existing level of workers when it is no longer making engines for Jaguar and with a relatively small turnover of new Dragon engines. But it is not just the size of the workforce that could become unsustainable; the site is massive and it would become increasingly hard for local managers to argue the case that the plant makes economic sense to global Ford.

Here is an summary requirement:
Summarize the information about Ford in a timeline.

Please summarize the above article based on the given requirement:

- 1977: Ford chooses Bridgend for its new engine plant after competition from other European locations.
- 1980: Bridgend plant opens with 1,400 workers, producing engines for the next generation Ford Escort.
- 1997: Halewood plant in Liverpool stops assembling cars for Ford, focusing on Jaguar and later Jaguar Land Rover vehicles.
- 2002: Ford stops assembling cars at its Dagenham plant in Essex, concentrating on engines instead.
- 2008: Ford introduces the "One Ford Plan," centralizing global operations and increasing competition among plants.
- 2013: Transit van factory in Southampton closes, marking the end of Ford making vehicles in the UK.
- 2015: Bridgend secures investment for the next petrol engine project called Dragon, with 250,000 engines to be made annually.
- 2019: Ford plans to cease making engines for Jaguar and production of the Sigma engine for Ford is due to end.
- September 2021: Proposed engine production is reduced to 125,000, raising concerns about the future of the Bridgend plant.

-The decline of the Bridgend engine plant is part of a larger shift that has been taking place since the early 1990s.
-In 2008, Ford decided to operate as a global company, which meant standardizing models across the world and investing in the most efficient plants.
-This put pressure on the Bridgend plant, which had to compete with other Ford engine plants globally.
-When Ford stopped assembling cars in the UK, this made the landscape even more challenging for Bridgend.
-Now, engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK.
-With Brexit on the horizon, factories making engines in the UK will have to be even more efficient to stay open.
-Ford chose Bridgend for its new engine plant in 1977 after competition from elsewhere in Europe.
-The plant opened in 1980, but by that time some of the work had already been switched to Valencia.
-In 2015, Ford announced that Bridgend had secured investment for the next petrol engine project called Dragon.
-However, in September 2018, it was announced that the proposed engine production would be reduced to 125,000.
-At the moment, 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar.
-However, production of the Sigma engine is due to end in 2019, and it is not clear how many workers will be retained at that point.


You are a helpful assistant in evaluating the quality of the outputs for a given instruction. Your goal is to select the best output for the given instruction.

Select the Output (a) or Output (b) that is better for the given instruction. The two outputs are generated by two different AI chatbots respectively.

Here are some rules of the evaluation:
(1) You should prioritize evaluating whether the output honestly/precisely/closely executes the instruction, then consider its helpfulness, accuracy, level of detail, harmlessness, etc.
(2) Outputs should NOT contain more/less than what the instruction asks for, as such outputs do NOT precisely execute the instruction.
(3) You should avoid any potential bias and your judgment should be as objective as possible. For example, the order in which the outputs were presented should NOT affect your judgment, as Output (a) and Output (b) are **equally likely** to be the better.

Do NOT provide any explanation for your choice.
Do NOT say both / neither are good.
You should answer using ONLY "Output (a)" or "Output (b)". Do NOT output any other words.

# Instruction:
Here is an article:
The decline that is on the horizon for the Bridgend engine plant is the latest phase of a shift in gear that has been going on since the early 1990s. By Sarah DickinsBBC Wales economics correspondent The change in emphasis goes back to 2008 and the "one Ford Plan" - the decision at Ford HQ in Dearborn in the States to "go global." This meant operating as a global company and no longer having Ford UK and Ford Europe making different designs of cars compared with the USA and rest of the world. In contrast it would become a more centralised global operation with the same models selling across the world and investment going to the plants that can prove they are the most efficient. For Wales, and the Bridgend engine plant, that meant it would not just have to compete to be more efficient than Ford's engine plants in Valencia and Cologne - which it had done successfully for decades - it would in future have to compete globally. When Ford decided to cease car assembly in the UK, that made the landscape more challenging for Bridgend. The Halewood plant in Liverpool stopped assembling cars for Ford in 1997 and concentrated on Jaguar and later vehicles for Jaguar Land Rover. Ford also stopped assembling cars at its Dagenham plant in Essex in 2002, concentrating on engines instead. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Now engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK . You may well be driving around Wales in a Ford car with a Welsh engine but the car will probably have been built in Germany. With Ford's European car assembly also based in Romania, Russia and Turkey, it is now a long and less efficient way of supplying engines to production lines. With Brexit now on the agenda and the possibility of trade barriers, duties - taxes in effect being put on UK products entering the EU and also goods flowing from the EU to the UK - factories making engines here will have to be even more efficient to be kept open by Ford. For the Bridgend engine plant all these factors coming together is increasing the pressure. If an engine entering Valencia had a tariff added to its cost only to be then shipped back to the UK with another tariff put on it then it is easy to see why Ford might consider in the future using engines made in Valencia in cars assembled in the same plant. HOW FORD CAME TO BRIDGEND Ford chose Bridgend for its new engine plant in the summer of 1977 after competition from elsewhere in Europe, chiefly from Ireland. The company had gone back to the Welsh Development Agency, which it impressed despite rejecting deals for two smaller projects. It needed an engine for its new model - code-named Erika - which was designed to rescue the company from the doldrums, especially in Europe and America. The car became the next generation Ford Escort, and would be built at Halewood on Merseyside and at Saarlouis in Germany from 1980. The American company looked at sites in Briton Ferry, Shotton and was close to choosing Llantrisant before opting for development land in Bridgend. The deal was finalised after the then Labour Prime Minister James Callaghan - also a Cardiff MP - entertained the Ford Europe chairman at Chequers and then also invited Henry Ford - the grandson of the company's founder - to lunch at No 10. The firm had concerns about strikes and Britain's industrial relations record. But the deal was worth £36m in government money out of the £180m total cost - although there was also investment at other plants in the UK tied in. The grants for buildings and equipment also included £1m towards a new rail link to the plant. The promise was 2,500 jobs but by the time it opened in May 1980, Ford had decided to take on only 1,400 workers. Some of the work had already been switched to Valencia. The new Escort would have three different sized engines, not all made at Bridgend. Some would also go into the smaller Ford Fiesta. Executives had also been to Japan to see production techniques and the same number of engines could be produced there by just 800 workers. But with industries like steel and mining in difficulty, there was still a big response in south Wales - 22,000 people applied for the new jobs and it would become one of the most important employers along the "M4 corridor". The "Erika" and her successor would by the end of the 1980s be arguably the UK's most popular car with more than 1.6m models on the roads. When Ford announced in 2015 that Bridgend has secured investment for the next petrol engine project called Dragon it said 250,000 engines would be made a year. The plant has a capacity for three times that and at the time there were those who were concerned that this signalled the start of a run down of the plant. The news in September that the proposed engine production was to be reduced to 125,000 was even more concerning, and has built up in recent months to unions looking for clarity from Ford about its intentions. At the moment 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar. It has planned to cease making engines for Jaguar in 2019 - the same year as production of the Sigma engine for Ford is due to end. It is hard to see how Ford can retain anywhere near the existing level of workers when it is no longer making engines for Jaguar and with a relatively small turnover of new Dragon engines. But it is not just the size of the workforce that could become unsustainable; the site is massive and it would become increasingly hard for local managers to argue the case that the plant makes economic sense to global Ford.

Here is an summary requirement:
Summarize the information about Ford in a timeline.

Please summarize the above article based on the given requirement:

# Output (a):
- 1977: Ford chooses Bridgend for its new engine plant after competition from other European locations.
- 1980: Bridgend plant opens with 1,400 workers, producing engines for the next generation Ford Escort. Ford Escort was started to be built at Halewood on Merseyside and at Saarlouis in Germany.
- 1997: Halewood plant in Liverpool stops assembling cars for Ford, focusing on Jaguar and later Jaguar Land Rover vehicles.
- 2002: Ford stops assembling cars at its Dagenham plant in Essex, concentrating on engines instead.
- 2008: Ford introduces the "One Ford Plan," centralizing global operations and increasing competition among plants.
- 2013: Transit van factory in Southampton closes, marking the end of Ford making vehicles in the UK.
- 2015: Bridgend secures investment for the next petrol engine project called Dragon, with 250,000 engines to be made annually.
- 2019: Ford plans to cease making engines for Jaguar and production of the Sigma engine for Ford is due to end.
- September 2021: Proposed engine production is reduced to 125,000, raising concerns about the future of the Bridgend plant.

# Output (b):
-The decline of the Bridgend engine plant is part of a larger shift that has been taking place since the early 1990s.
-In 2008, Ford decided to operate as a global company, which meant standardizing models across the world and investing in the most efficient plants.
-This put pressure on the Bridgend plant, which had to compete with other Ford engine plants globally.
-When Ford stopped assembling cars in the UK, this made the landscape even more challenging for Bridgend.
-Now, engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK.
-With Brexit on the horizon, factories making engines in the UK will have to be even more efficient to stay open.
-Ford chose Bridgend for its new engine plant in 1977 after competition from elsewhere in Europe.
-The plant opened in 1980, but by that time some of the work had already been switched to Valencia.
-In 2015, Ford announced that Bridgend had secured investment for the next petrol engine project called Dragon.
-However, in September 2018, it was announced that the proposed engine production would be reduced to 125,000.
-At the moment, 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar.
-However, production of the Sigma engine is due to end in 2019, and it is not clear how many workers will be retained at that point.

# Which is better, Output (a) or Output (b)? Your response should be either "Output (a)" or "Output (b)":

Output (a)

Instruction:
Here is an article:
The decline that is on the horizon for the Bridgend engine plant is the latest phase of a shift in gear that has been going on since the early 1990s. By Sarah DickinsBBC Wales economics correspondent The change in emphasis goes back to 2008 and the "one Ford Plan" - the decision at Ford HQ in Dearborn in the States to "go global." This meant operating as a global company and no longer having Ford UK and Ford Europe making different designs of cars compared with the USA and rest of the world. In contrast it would become a more centralised global operation with the same models selling across the world and investment going to the plants that can prove they are the most efficient. For Wales, and the Bridgend engine plant, that meant it would not just have to compete to be more efficient than Ford's engine plants in Valencia and Cologne - which it had done successfully for decades - it would in future have to compete globally. When Ford decided to cease car assembly in the UK, that made the landscape more challenging for Bridgend. The Halewood plant in Liverpool stopped assembling cars for Ford in 1997 and concentrated on Jaguar and later vehicles for Jaguar Land Rover. Ford also stopped assembling cars at its Dagenham plant in Essex in 2002, concentrating on engines instead. In 2013, the Transit van factory in Southampton closed, marking the end of Ford making vehicles in the UK. Now engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK . You may well be driving around Wales in a Ford car with a Welsh engine but the car will probably have been built in Germany. With Ford's European car assembly also based in Romania, Russia and Turkey, it is now a long and less efficient way of supplying engines to production lines. With Brexit now on the agenda and the possibility of trade barriers, duties - taxes in effect being put on UK products entering the EU and also goods flowing from the EU to the UK - factories making engines here will have to be even more efficient to be kept open by Ford. For the Bridgend engine plant all these factors coming together is increasing the pressure. If an engine entering Valencia had a tariff added to its cost only to be then shipped back to the UK with another tariff put on it then it is easy to see why Ford might consider in the future using engines made in Valencia in cars assembled in the same plant. HOW FORD CAME TO BRIDGEND Ford chose Bridgend for its new engine plant in the summer of 1977 after competition from elsewhere in Europe, chiefly from Ireland. The company had gone back to the Welsh Development Agency, which it impressed despite rejecting deals for two smaller projects. It needed an engine for its new model - code-named Erika - which was designed to rescue the company from the doldrums, especially in Europe and America. The car became the next generation Ford Escort, and would be built at Halewood on Merseyside and at Saarlouis in Germany from 1980. The American company looked at sites in Briton Ferry, Shotton and was close to choosing Llantrisant before opting for development land in Bridgend. The deal was finalised after the then Labour Prime Minister James Callaghan - also a Cardiff MP - entertained the Ford Europe chairman at Chequers and then also invited Henry Ford - the grandson of the company's founder - to lunch at No 10. The firm had concerns about strikes and Britain's industrial relations record. But the deal was worth £36m in government money out of the £180m total cost - although there was also investment at other plants in the UK tied in. The grants for buildings and equipment also included £1m towards a new rail link to the plant. The promise was 2,500 jobs but by the time it opened in May 1980, Ford had decided to take on only 1,400 workers. Some of the work had already been switched to Valencia. The new Escort would have three different sized engines, not all made at Bridgend. Some would also go into the smaller Ford Fiesta. Executives had also been to Japan to see production techniques and the same number of engines could be produced there by just 800 workers. But with industries like steel and mining in difficulty, there was still a big response in south Wales - 22,000 people applied for the new jobs and it would become one of the most important employers along the "M4 corridor". The "Erika" and her successor would by the end of the 1980s be arguably the UK's most popular car with more than 1.6m models on the roads. When Ford announced in 2015 that Bridgend has secured investment for the next petrol engine project called Dragon it said 250,000 engines would be made a year. The plant has a capacity for three times that and at the time there were those who were concerned that this signalled the start of a run down of the plant. The news in September that the proposed engine production was to be reduced to 125,000 was even more concerning, and has built up in recent months to unions looking for clarity from Ford about its intentions. At the moment 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar. It has planned to cease making engines for Jaguar in 2019 - the same year as production of the Sigma engine for Ford is due to end. It is hard to see how Ford can retain anywhere near the existing level of workers when it is no longer making engines for Jaguar and with a relatively small turnover of new Dragon engines. But it is not just the size of the workforce that could become unsustainable; the site is massive and it would become increasingly hard for local managers to argue the case that the plant makes economic sense to global Ford.

Here is an summary requirement:
Summarize the information about Ford in a timeline.

Please summarize the above article based on the given requirement:

- 1977: Ford chooses Bridgend for its new engine plant after competition from other European locations.
- 1980: Bridgend plant opens with 1,400 workers, producing engines for the next generation Ford Escort. Ford Escort was started to be built at Halewood on Merseyside and at Saarlouis in Germany.
- 1997: Halewood plant in Liverpool stops assembling cars for Ford, focusing on Jaguar and later Jaguar Land Rover vehicles.
- 2002: Ford stops assembling cars at its Dagenham plant in Essex, concentrating on engines instead.
- 2008: Ford introduces the "One Ford Plan," centralizing global operations and increasing competition among plants.
- 2013: Transit van factory in Southampton closes, marking the end of Ford making vehicles in the UK.
- 2015: Bridgend secures investment for the next petrol engine project called Dragon, with 250,000 engines to be made annually.
- 2019: Ford plans to cease making engines for Jaguar and production of the Sigma engine for Ford is due to end.
- September 2021: Proposed engine production is reduced to 125,000, raising concerns about the future of the Bridgend plant.

-The decline of the Bridgend engine plant is part of a larger shift that has been taking place since the early 1990s.
-In 2008, Ford decided to operate as a global company, which meant standardizing models across the world and investing in the most efficient plants.
-This put pressure on the Bridgend plant, which had to compete with other Ford engine plants globally.
-When Ford stopped assembling cars in the UK, this made the landscape even more challenging for Bridgend.
-Now, engines made in Bridgend are shipped all over the world to be put into cars before being sent back to showrooms in the UK.
-With Brexit on the horizon, factories making engines in the UK will have to be even more efficient to stay open.
-Ford chose Bridgend for its new engine plant in 1977 after competition from elsewhere in Europe.
-The plant opened in 1980, but by that time some of the work had already been switched to Valencia.
-In 2015, Ford announced that Bridgend had secured investment for the next petrol engine project called Dragon.
-However, in September 2018, it was announced that the proposed engine production would be reduced to 125,000.
-At the moment, 1,850 people work at Ford Bridgend making the Sigma engine and also engines for Jaguar.
-However, production of the Sigma engine is due to end in 2019, and it is not clear how many workers will be retained at that point.


You are a helpful assistant in evaluating the quality of the outputs for a given instruction. Your goal is to select the best output for the given instruction.

Select the Output (a) or Output (b) that is better for the given instruction. The two outputs are generated by two different AI chatbots respectively.

Here are some rules of the evaluation:
(1) You should prioritize evaluating whether the output honestly/precisely/closely executes the instruction, then consider its helpfulness, accuracy, level of detail, harmlessness, etc.
(2) Outputs should NOT contain more/less than what the instruction asks for, as such outputs do NOT precisely execute the instruction.
(3) You should avoid any potential bias and your judgment should be as objective as possible. For example, the order in which the outputs were presented should NOT affect your judgment, as Output (a) and Output (b) are **equally likely** to be the better.

Do NOT provide any explanation for your choice.
Do NOT say both / neither are good.
You should answer using ONLY "Output (a)" or "Output (b)". Do NOT output any other words.

# Instruction:
Here is an article:
The EU is poised to set up a joint system for police and justice officials to access airline passenger data, covering all flights to and from the EU. The need to prevent terrorism, in particular, is cited as justification for it. Passenger Name Record (PNR) data is already collected by airlines but new legislation sets out detailed rules for national authorities to access it when tackling serious crime. The new PNR directive is expected to be passed in the European Parliament on Thursday. Gun and bomb attacks by the Islamic State (IS) group in Paris last year and Brussels this year boosted support for such data monitoring in the EU. What passenger details does PNR cover? When you book a flight the airline routinely collects PNR data, including: names, contact details, itinerary, the credit card used for payment and baggage information. Passport details are also collected, known as the Advance Passenger Information (API). That data is processed for commercial purposes but the plan now is to set up "Passenger Information Units" (PIUs) in each EU member state, where PNR data will be stored. Processing of PNR data to prevent terrorism or other serious crimes will be the responsibility of the new units, not the airlines. The units will pass the data on to law enforcement officials only in such specific cases. The text rules out any processing of data revealing a person's race or ethnic origin, religion, political opinion, trade union membership, health or sexual life. PIUs will be obliged to delete any such data if they receive it. That is to avoid infringing EU anti-discrimination law, embodied in treaties and the Charter of Fundamental Rights. The parliament's lead negotiator - or rapporteur - on the PNR issue is UK Conservative MEP Timothy Kirkhope. He said the amount of information gathered from an individual was "much less than, say, when you open a clubcard account with a local supermarket". In order to comply with EU data protection legislation, there is to be no automatic data transfer from PIUs. Transfers will have to be strictly in line with the remit to combat serious crime, and handled by "highly trained operatives", Mr Kirkhope said. Why is the EU doing this? The existing use of PNR data to combat serious crime in the EU is regarded as patchy. The IS attacks - which caused more than 160 deaths - caused great alarm about intelligence gaps. There have been urgent calls for police across Europe to exchange timely information on terrorists and other criminals, which could save lives. An EU-wide PNR system for crime prevention was first proposed in 2007 but lawmakers struggled to pass it because of privacy concerns. The UK already has such a system and other countries, including France and Italy, have been developing their own. In 2013, the European Commission provided €50m (£40m; $57m) of funding to 14 EU countries for that purpose. All 28 EU states apart from Denmark will participate in the new PNR system. Mr Kirkhope said it was important for the EU to establish "common high standards" on data exchanges and privacy, "so we don't end up with a piecemeal arrangement". He said PNR data had already helped to thwart some terrorist attacks. It was "instrumental" in capturing collaborators of the 7 July 2005 London bombers and the 2008 Mumbai terror attackers, he argued. Besides terrorism, the serious crimes covered by the new legislation include trafficking in drugs, people or weapons; cybercrime; and sexual exploitation of children. Is PNR data sent to countries outside the EU? Yes. The EU has PNR exchange agreements with the US, Canada and Australia, and is negotiating one with Mexico. After the 11 September 2001 attacks by al-Qaeda the US authorities demanded that all carriers flying to the US provide PNR data. The EU says detailed passenger data can only be sent to countries that meet the EU's own data protection standards. The new PNR directive will also prohibit transfers of PNR data from one non-EU country to another. How long will PNR data be retained? The compromise agreed with EU governments says PNR data will be retained for five years maximum, so that law enforcement officials can access it if necessary. After six months the data will be "masked out" or anonymised by PIUs. But during the five-year period investigators in a serious crime case will be able to "unmask" it if necessary to reveal a suspect's details. Privacy is a big issue in the EU - does this directive go too far? There are major privacy concerns - not least because in 2014 the European Court of Justice (ECJ) struck down an EU data retention directive, which allowed telecoms firms to store citizens' communications data for up to two years. The ECJ ruled that the directive violated some fundamental privacy rights. The European Digital Rights (EDRI) campaign group argues that a five-year data retention period is too long, that the directive may not prevent discriminatory profiling of individuals and that it will be an ineffective tool against terrorism. EDRI and others have pointed out that PNR was irrelevant in the Paris and Brussels bombings - those jihadists did not fly to Europe to carry out their attacks. Instead, critics say, the EU should focus on improving intelligence-sharing between police forces. The EU Agency for Fundamental Rights (FRA) has also questioned the effectiveness of PNR collection for crime prevention. FRA says any such law needs to be backed up by statistical analysis, to detect any discrimination and measure the importance of PNR in crime investigations. There will be a review of the new PNR system two years after it is launched. So far there is no overall estimate of the cost. And the system will only apply to intra-EU flights on a voluntary basis. Some see that as a weakness. For example, if the French authorities wanted to see PNR data for incoming flights from Greece they would have to tell the EU Commission about that - it would not be automatic.

Here is an summary requirement:
Summarize the concerns and opposition from the public about the new PNR directive into bullet points for the views of each group.

Please summarize the above article based on the given requirement:

# Output (a):
Concerns and opposition from the public about the new PNR directive can be summarized as follows:

European Digital Rights (EDRI) campaign group:
- Five-year data retention period is too long
- Directive may not prevent discriminatory profiling of individuals
- Ineffective tool against terrorism

EU Agency for Fundamental Rights (FRA):
- Effectiveness of PNR collection for crime prevention is questionable
- Any such law needs to be backed up by statistical analysis to detect discrimination and measure the importance of PNR in crime investigations

Critics:
- EU should focus on improving intelligence-sharing between police forces
- PNR was irrelevant in the Paris and Brussels bombings as the jihadists did not fly to Europe to carry out their attacks

Privacy concerns:
- European Court of Justice (ECJ) struck down an EU data retention directive in 2014, violating fundamental privacy rights
- PNR data includes sensitive information such as race, religion, and sexual life
- PIUs will be obliged to delete any such data if they receive it to avoid infringing EU anti-discrimination law
- No automatic data transfer from PIUs to comply with EU data protection legislation

# Output (b):
-The European Digital Rights (EDRI) campaign group argues that a five-year data retention period is too long, that the directive may not prevent discriminatory profiling of individuals and that it will be an ineffective tool against terrorism.

-The European Agency for Fundamental Rights (FRA) has also questioned the effectiveness of PNR collection for crime prevention, saying that any such law needs to be backed up by statistical analysis to detect any discrimination and measure the importance of PNR in crime investigations.

-Critics say that the EU should focus on improving intelligence-sharing between police forces, rather than on PNR data collection.

# Which is better, Output (a) or Output (b)? Your response should be either "Output (a)" or "Output (b)":

Output (a)

Instruction:
Here is an article:
The EU is poised to set up a joint system for police and justice officials to access airline passenger data, covering all flights to and from the EU. The need to prevent terrorism, in particular, is cited as justification for it. Passenger Name Record (PNR) data is already collected by airlines but new legislation sets out detailed rules for national authorities to access it when tackling serious crime. The new PNR directive is expected to be passed in the European Parliament on Thursday. Gun and bomb attacks by the Islamic State (IS) group in Paris last year and Brussels this year boosted support for such data monitoring in the EU. What passenger details does PNR cover? When you book a flight the airline routinely collects PNR data, including: names, contact details, itinerary, the credit card used for payment and baggage information. Passport details are also collected, known as the Advance Passenger Information (API). That data is processed for commercial purposes but the plan now is to set up "Passenger Information Units" (PIUs) in each EU member state, where PNR data will be stored. Processing of PNR data to prevent terrorism or other serious crimes will be the responsibility of the new units, not the airlines. The units will pass the data on to law enforcement officials only in such specific cases. The text rules out any processing of data revealing a person's race or ethnic origin, religion, political opinion, trade union membership, health or sexual life. PIUs will be obliged to delete any such data if they receive it. That is to avoid infringing EU anti-discrimination law, embodied in treaties and the Charter of Fundamental Rights. The parliament's lead negotiator - or rapporteur - on the PNR issue is UK Conservative MEP Timothy Kirkhope. He said the amount of information gathered from an individual was "much less than, say, when you open a clubcard account with a local supermarket". In order to comply with EU data protection legislation, there is to be no automatic data transfer from PIUs. Transfers will have to be strictly in line with the remit to combat serious crime, and handled by "highly trained operatives", Mr Kirkhope said. Why is the EU doing this? The existing use of PNR data to combat serious crime in the EU is regarded as patchy. The IS attacks - which caused more than 160 deaths - caused great alarm about intelligence gaps. There have been urgent calls for police across Europe to exchange timely information on terrorists and other criminals, which could save lives. An EU-wide PNR system for crime prevention was first proposed in 2007 but lawmakers struggled to pass it because of privacy concerns. The UK already has such a system and other countries, including France and Italy, have been developing their own. In 2013, the European Commission provided €50m (£40m; $57m) of funding to 14 EU countries for that purpose. All 28 EU states apart from Denmark will participate in the new PNR system. Mr Kirkhope said it was important for the EU to establish "common high standards" on data exchanges and privacy, "so we don't end up with a piecemeal arrangement". He said PNR data had already helped to thwart some terrorist attacks. It was "instrumental" in capturing collaborators of the 7 July 2005 London bombers and the 2008 Mumbai terror attackers, he argued. Besides terrorism, the serious crimes covered by the new legislation include trafficking in drugs, people or weapons; cybercrime; and sexual exploitation of children. Is PNR data sent to countries outside the EU? Yes. The EU has PNR exchange agreements with the US, Canada and Australia, and is negotiating one with Mexico. After the 11 September 2001 attacks by al-Qaeda the US authorities demanded that all carriers flying to the US provide PNR data. The EU says detailed passenger data can only be sent to countries that meet the EU's own data protection standards. The new PNR directive will also prohibit transfers of PNR data from one non-EU country to another. How long will PNR data be retained? The compromise agreed with EU governments says PNR data will be retained for five years maximum, so that law enforcement officials can access it if necessary. After six months the data will be "masked out" or anonymised by PIUs. But during the five-year period investigators in a serious crime case will be able to "unmask" it if necessary to reveal a suspect's details. Privacy is a big issue in the EU - does this directive go too far? There are major privacy concerns - not least because in 2014 the European Court of Justice (ECJ) struck down an EU data retention directive, which allowed telecoms firms to store citizens' communications data for up to two years. The ECJ ruled that the directive violated some fundamental privacy rights. The European Digital Rights (EDRI) campaign group argues that a five-year data retention period is too long, that the directive may not prevent discriminatory profiling of individuals and that it will be an ineffective tool against terrorism. EDRI and others have pointed out that PNR was irrelevant in the Paris and Brussels bombings - those jihadists did not fly to Europe to carry out their attacks. Instead, critics say, the EU should focus on improving intelligence-sharing between police forces. The EU Agency for Fundamental Rights (FRA) has also questioned the effectiveness of PNR collection for crime prevention. FRA says any such law needs to be backed up by statistical analysis, to detect any discrimination and measure the importance of PNR in crime investigations. There will be a review of the new PNR system two years after it is launched. So far there is no overall estimate of the cost. And the system will only apply to intra-EU flights on a voluntary basis. Some see that as a weakness. For example, if the French authorities wanted to see PNR data for incoming flights from Greece they would have to tell the EU Commission about that - it would not be automatic.

Here is an summary requirement:
Summarize the concerns and opposition from the public about the new PNR directive into bullet points for the views of each group.

Please summarize the above article based on the given requirement:

Concerns and opposition from the public about the new PNR directive can be summarized as follows:

European Digital Rights (EDRI) campaign group:
- Five-year data retention period is too long
- Directive may not prevent discriminatory profiling of individuals
- Ineffective tool against terrorism

EU Agency for Fundamental Rights (FRA):
- Effectiveness of PNR collection for crime prevention is questionable
- Any such law needs to be backed up by statistical analysis to detect discrimination and measure the importance of PNR in crime investigations

Critics:
- EU should focus on improving intelligence-sharing between police forces
- PNR was irrelevant in the Paris and Brussels bombings as the jihadists did not fly to Europe to carry out their attacks

Privacy concerns:
- European Court of Justice (ECJ) struck down an EU data retention directive in 2014, violating fundamental privacy rights
- PNR data includes sensitive information such as race, religion, and sexual life
- PIUs will be obliged to delete any such data if they receive it to avoid infringing EU anti-discrimination law
- No automatic data transfer from PIUs to comply with EU data protection legislation

-The European Digital Rights (EDRI) campaign group argues that a five-year data retention period is too long, that the directive may not prevent discriminatory profiling of individuals and that it will be an ineffective tool against terrorism.

-The European Agency for Fundamental Rights (FRA) has also questioned the effectiveness of PNR collection for crime prevention, saying that any such law needs to be backed up by statistical analysis to detect any discrimination and measure the importance of PNR in crime investigations.

-Critics say that the EU should focus on improving intelligence-sharing between police forces, rather than on PNR data collection.


You are a helpful assistant in evaluating the quality of the outputs for a given instruction. Your goal is to select the best output for the given instruction.

Select the Output (a) or Output (b) that is better for the given instruction. The two outputs are generated by two different AI chatbots respectively.

Here are some rules of the evaluation:
(1) You should prioritize evaluating whether the output honestly/precisely/closely executes the instruction, then consider its helpfulness, accuracy, level of detail, harmlessness, etc.
(2) Outputs should NOT contain more/less than what the instruction asks for, as such outputs do NOT precisely execute the instruction.
(3) You should avoid any potential bias and your judgment should be as objective as possible. For example, the order in which the outputs were presented should NOT affect your judgment, as Output (a) and Output (b) are **equally likely** to be the better.

Do NOT provide any explanation for your choice.
Do NOT say both / neither are good.
You should answer using ONLY "Output (a)" or "Output (b)". Do NOT output any other words.

# Instruction:
Here is an article:
The EU is poised to set up a joint system for police and justice officials to access airline passenger data, covering all flights to and from the EU. The need to prevent terrorism, in particular, is cited as justification for it. Passenger Name Record (PNR) data is already collected by airlines but new legislation sets out detailed rules for national authorities to access it when tackling serious crime. The new PNR directive is expected to be passed in the European Parliament on Thursday. Gun and bomb attacks by the Islamic State (IS) group in Paris last year and Brussels this year boosted support for such data monitoring in the EU. What passenger details does PNR cover? When you book a flight the airline routinely collects PNR data, including: names, contact details, itinerary, the credit card used for payment and baggage information. Passport details are also collected, known as the Advance Passenger Information (API). That data is processed for commercial purposes but the plan now is to set up "Passenger Information Units" (PIUs) in each EU member state, where PNR data will be stored. Processing of PNR data to prevent terrorism or other serious crimes will be the responsibility of the new units, not the airlines. The units will pass the data on to law enforcement officials only in such specific cases. The text rules out any processing of data revealing a person's race or ethnic origin, religion, political opinion, trade union membership, health or sexual life. PIUs will be obliged to delete any such data if they receive it. That is to avoid infringing EU anti-discrimination law, embodied in treaties and the Charter of Fundamental Rights. The parliament's lead negotiator - or rapporteur - on the PNR issue is UK Conservative MEP Timothy Kirkhope. He said the amount of information gathered from an individual was "much less than, say, when you open a clubcard account with a local supermarket". In order to comply with EU data protection legislation, there is to be no automatic data transfer from PIUs. Transfers will have to be strictly in line with the remit to combat serious crime, and handled by "highly trained operatives", Mr Kirkhope said. Why is the EU doing this? The existing use of PNR data to combat serious crime in the EU is regarded as patchy. The IS attacks - which caused more than 160 deaths - caused great alarm about intelligence gaps. There have been urgent calls for police across Europe to exchange timely information on terrorists and other criminals, which could save lives. An EU-wide PNR system for crime prevention was first proposed in 2007 but lawmakers struggled to pass it because of privacy concerns. The UK already has such a system and other countries, including France and Italy, have been developing their own. In 2013, the European Commission provided €50m (£40m; $57m) of funding to 14 EU countries for that purpose. All 28 EU states apart from Denmark will participate in the new PNR system. Mr Kirkhope said it was important for the EU to establish "common high standards" on data exchanges and privacy, "so we don't end up with a piecemeal arrangement". He said PNR data had already helped to thwart some terrorist attacks. It was "instrumental" in capturing collaborators of the 7 July 2005 London bombers and the 2008 Mumbai terror attackers, he argued. Besides terrorism, the serious crimes covered by the new legislation include trafficking in drugs, people or weapons; cybercrime; and sexual exploitation of children. Is PNR data sent to countries outside the EU? Yes. The EU has PNR exchange agreements with the US, Canada and Australia, and is negotiating one with Mexico. After the 11 September 2001 attacks by al-Qaeda the US authorities demanded that all carriers flying to the US provide PNR data. The EU says detailed passenger data can only be sent to countries that meet the EU's own data protection standards. The new PNR directive will also prohibit transfers of PNR data from one non-EU country to another. How long will PNR data be retained? The compromise agreed with EU governments says PNR data will be retained for five years maximum, so that law enforcement officials can access it if necessary. After six months the data will be "masked out" or anonymised by PIUs. But during the five-year period investigators in a serious crime case will be able to "unmask" it if necessary to reveal a suspect's details. Privacy is a big issue in the EU - does this directive go too far? There are major privacy concerns - not least because in 2014 the European Court of Justice (ECJ) struck down an EU data retention directive, which allowed telecoms firms to store citizens' communications data for up to two years. The ECJ ruled that the directive violated some fundamental privacy rights. The European Digital Rights (EDRI) campaign group argues that a five-year data retention period is too long, that the directive may not prevent discriminatory profiling of individuals and that it will be an ineffective tool against terrorism. EDRI and others have pointed out that PNR was irrelevant in the Paris and Brussels bombings - those jihadists did not fly to Europe to carry out their attacks. Instead, critics say, the EU should focus on improving intelligence-sharing between police forces. The EU Agency for Fundamental Rights (FRA) has also questioned the effectiveness of PNR collection for crime prevention. FRA says any such law needs to be backed up by statistical analysis, to detect any discrimination and measure the importance of PNR in crime investigations. There will be a review of the new PNR system two years after it is launched. So far there is no overall estimate of the cost. And the system will only apply to intra-EU flights on a voluntary basis. Some see that as a weakness. For example, if the French authorities wanted to see PNR data for incoming flights from Greece they would have to tell the EU Commission about that - it would not be automatic.

Here is an summary requirement:
Summarize the concerns and opposition from the public about the new PNR directive into bullet points for the views of each group.

Please summarize the above article based on the given requirement:

# Output (a):
Concerns and opposition from the public about the new PNR directive can be summarized as follows:

European Digital Rights (EDRI) campaign group:
- Five-year data retention period is too long
- Directive may not prevent discriminatory profiling of individuals
- Ineffective tool against terrorism

EU Agency for Fundamental Rights (FRA):
- Effectiveness of PNR collection for crime prevention is questionable
- Any such law needs to be backed up by statistical analysis to detect discrimination and measure the importance of PNR in crime investigations

Critics:
- EU should focus on improving intelligence-sharing between police forces
- PNR was irrelevant in the Paris and Brussels bombings as the jihadists did not fly to Europe to carry out their attacks

Privacy concerns:
- European Court of Justice (ECJ) struck down an EU data retention directive in 2014, violating fundamental privacy rights
- PNR data includes sensitive information such as race, religion, and sexual life
- PIUs will be obliged to delete any such data if they receive it to avoid infringing EU anti-discrimination law
- No automatic data transfer from PIUs to comply with EU data protection legislation

# Output (b):
• European Digital Rights (EDRI): PNR data retention period is too long, directive may not prevent discriminatory profiling of individuals, and will be an ineffective tool against terrorism.
• European Agency for Fundamental Rights (FRA): PNR collection for crime prevention needs to be backed up by statistical analysis to detect any discrimination and measure the importance of PNR in crime investigations.
• Public: PNR was irrelevant in the Paris and Brussels bombings, EU should focus on improving intelligence-sharing between police forces.

# Which is better, Output (a) or Output (b)? Your response should be either "Output (a)" or "Output (b)":

Output (a)

Instruction:
Here is an article:
The EU is poised to set up a joint system for police and justice officials to access airline passenger data, covering all flights to and from the EU. The need to prevent terrorism, in particular, is cited as justification for it. Passenger Name Record (PNR) data is already collected by airlines but new legislation sets out detailed rules for national authorities to access it when tackling serious crime. The new PNR directive is expected to be passed in the European Parliament on Thursday. Gun and bomb attacks by the Islamic State (IS) group in Paris last year and Brussels this year boosted support for such data monitoring in the EU. What passenger details does PNR cover? When you book a flight the airline routinely collects PNR data, including: names, contact details, itinerary, the credit card used for payment and baggage information. Passport details are also collected, known as the Advance Passenger Information (API). That data is processed for commercial purposes but the plan now is to set up "Passenger Information Units" (PIUs) in each EU member state, where PNR data will be stored. Processing of PNR data to prevent terrorism or other serious crimes will be the responsibility of the new units, not the airlines. The units will pass the data on to law enforcement officials only in such specific cases. The text rules out any processing of data revealing a person's race or ethnic origin, religion, political opinion, trade union membership, health or sexual life. PIUs will be obliged to delete any such data if they receive it. That is to avoid infringing EU anti-discrimination law, embodied in treaties and the Charter of Fundamental Rights. The parliament's lead negotiator - or rapporteur - on the PNR issue is UK Conservative MEP Timothy Kirkhope. He said the amount of information gathered from an individual was "much less than, say, when you open a clubcard account with a local supermarket". In order to comply with EU data protection legislation, there is to be no automatic data transfer from PIUs. Transfers will have to be strictly in line with the remit to combat serious crime, and handled by "highly trained operatives", Mr Kirkhope said. Why is the EU doing this? The existing use of PNR data to combat serious crime in the EU is regarded as patchy. The IS attacks - which caused more than 160 deaths - caused great alarm about intelligence gaps. There have been urgent calls for police across Europe to exchange timely information on terrorists and other criminals, which could save lives. An EU-wide PNR system for crime prevention was first proposed in 2007 but lawmakers struggled to pass it because of privacy concerns. The UK already has such a system and other countries, including France and Italy, have been developing their own. In 2013, the European Commission provided €50m (£40m; $57m) of funding to 14 EU countries for that purpose. All 28 EU states apart from Denmark will participate in the new PNR system. Mr Kirkhope said it was important for the EU to establish "common high standards" on data exchanges and privacy, "so we don't end up with a piecemeal arrangement". He said PNR data had already helped to thwart some terrorist attacks. It was "instrumental" in capturing collaborators of the 7 July 2005 London bombers and the 2008 Mumbai terror attackers, he argued. Besides terrorism, the serious crimes covered by the new legislation include trafficking in drugs, people or weapons; cybercrime; and sexual exploitation of children. Is PNR data sent to countries outside the EU? Yes. The EU has PNR exchange agreements with the US, Canada and Australia, and is negotiating one with Mexico. After the 11 September 2001 attacks by al-Qaeda the US authorities demanded that all carriers flying to the US provide PNR data. The EU says detailed passenger data can only be sent to countries that meet the EU's own data protection standards. The new PNR directive will also prohibit transfers of PNR data from one non-EU country to another. How long will PNR data be retained? The compromise agreed with EU governments says PNR data will be retained for five years maximum, so that law enforcement officials can access it if necessary. After six months the data will be "masked out" or anonymised by PIUs. But during the five-year period investigators in a serious crime case will be able to "unmask" it if necessary to reveal a suspect's details. Privacy is a big issue in the EU - does this directive go too far? There are major privacy concerns - not least because in 2014 the European Court of Justice (ECJ) struck down an EU data retention directive, which allowed telecoms firms to store citizens' communications data for up to two years. The ECJ ruled that the directive violated some fundamental privacy rights. The European Digital Rights (EDRI) campaign group argues that a five-year data retention period is too long, that the directive may not prevent discriminatory profiling of individuals and that it will be an ineffective tool against terrorism. EDRI and others have pointed out that PNR was irrelevant in the Paris and Brussels bombings - those jihadists did not fly to Europe to carry out their attacks. Instead, critics say, the EU should focus on improving intelligence-sharing between police forces. The EU Agency for Fundamental Rights (FRA) has also questioned the effectiveness of PNR collection for crime prevention. FRA says any such law needs to be backed up by statistical analysis, to detect any discrimination and measure the importance of PNR in crime investigations. There will be a review of the new PNR system two years after it is launched. So far there is no overall estimate of the cost. And the system will only apply to intra-EU flights on a voluntary basis. Some see that as a weakness. For example, if the French authorities wanted to see PNR data for incoming flights from Greece they would have to tell the EU Commission about that - it would not be automatic.

Here is an summary requirement:
Summarize the concerns and opposition from the public about the new PNR directive into bullet points for the views of each group.

Please summarize the above article based on the given requirement:

Concerns and opposition from the public about the new PNR directive can be summarized as follows:

European Digital Rights (EDRI) campaign group:
- Five-year data retention period is too long
- Directive may not prevent discriminatory profiling of individuals
- Ineffective tool against terrorism

EU Agency for Fundamental Rights (FRA):
- Effectiveness of PNR collection for crime prevention is questionable
- Any such law needs to be backed up by statistical analysis to detect discrimination and measure the importance of PNR in crime investigations

Critics:
- EU should focus on improving intelligence-sharing between police forces
- PNR was irrelevant in the Paris and Brussels bombings as the jihadists did not fly to Europe to carry out their attacks

Privacy concerns:
- European Court of Justice (ECJ) struck down an EU data retention directive in 2014, violating fundamental privacy rights
- PNR data includes sensitive information such as race, religion, and sexual life
- PIUs will be obliged to delete any such data if they receive it to avoid infringing EU anti-discrimination law
- No automatic data transfer from PIUs to comply with EU data protection legislation

• European Digital Rights (EDRI): PNR data retention period is too long, directive may not prevent discriminatory profiling of individuals, and will be an ineffective tool against terrorism.
• European Agency for Fundamental Rights (FRA): PNR collection for crime prevention needs to be backed up by statistical analysis to detect any discrimination and measure the importance of PNR in crime investigations.
• Public: PNR was irrelevant in the Paris and Brussels bombings, EU should focus on improving intelligence-sharing between police forces.