Ms Nusrat Ghani
MP for Sussex Weald · Conservative · United Kingdom
“Before we come to the urgent question, I must say how disappointing it is that the Government were not forthcoming with a proactive ministerial statement on this matter. The disruption to aviation and the impact on many constituents has been considerable.”
“The point of order and its content are not a matter for the Chair. I have not been notified of any Minister coming forward at this point, but I have only just come into the Chair. If the hon.”
“(3) Regulations under section 14Z45B must provide that, where an out-of-hospital service is to be provided to a patient, the integrated care board must— (a) offer the patient a choice of at least two providers capable of providing the service, which may include NHS bodies and independent sector providers approved to provide that service u…”
“(2) For the purposes of subsection (1), the relevant requirements are— (a) that the special educational provision set out in section F of an EHC plan meets the needs identified by an EHC needs assessment; (b) that ICBs can be required to provide such special educational provision; (c) that ICBs must provide such special educational provis…”
“(3) The Charter must— (a) set out the fundamental principles and responsibilities for assessing whether a data sharing partnership is in the interest of the public and the NHS; (b) include the primary goal of protecting people’s privacy and their data from exploitation, while promoting trust in data systems and the handling of health data…”
“(2) Arrangements under subsection (1) must, so far as reasonably practicable, provide for— (a) general practitioners, dentists, pharmacists and other relevant primary care professionals to work together as part of integrated local primary care teams; (b) the sharing of relevant patient information between those professionals through secur…”
The complete record
Every one of 4,837 lines we hold for Ms Nusrat Ghani, in date order, each linked to its source. Free to read, in full, without an account. Page 73 of 97.
“In July 2018, my Department published the inclusive transport strategy. Our ambition is to create a transport system that provides equal access for disabled people by 2030, and to ensure that disabled people can travel confidently, easily and without extra cost. The Department is making good progress delivering on the many commitments set out in the strategy, and I will be providing a one-year report to Parliament in the summer.”
“Audiovisual is incredibly important, and they should be delivered by 2020. We want to make sure that our buses are accessible, convenient and as cheap as they can be, and this new bit of technology will enable them to be so.”
“Absolutely. And that should not be the case. We have put together a really good inclusive transport strategy that sets out how passengers can be treated appropriately in all elements of their travel, and the airports should be doing much better. There is an aviation strategy, and there is also quite a big chunk in the inclusive transport strategy. I am more than happy to sit down with the hon. Lady.”
“We are dealing with the responses to the consultation and I will update the House as soon as I can. The hon. Gentleman can rest assured—I chaired the all-party parliamentary group on sight loss and I am very close to this issue. I want to make sure that buses are accessible to people with all sorts of disabilities.”
“The Bus Services Act 2017 provides the tools that local authorities need, such as enhanced partnerships and franchising, to improve local bus services. We are working with interested local authorities to determine which of the powers provided are best able to support bus networks in their areas. We are also ensuring that pioneering technology, such as the forthcoming bus open data digital service, can overhaul bus services across England and give passengers the information they need to travel with confidence.”
“Unfortunately, the hon. Gentleman is painting an unrealistic picture. Up and down the country, there are varying numbers of bus passengers. In Bristol, bus passenger numbers are up by 50% and in south Gloucestershire they are up by 36%. We need to put a package of items together to encourage people to use buses. There is the ability to have either franchising or enhanced partnerships that allow local authorities to have a stronger and better relationship with bus companies.”
“Safety is absolutely key. We know that the driver’s relationship with the passengers is what motivates most people to jump on a bus, especially if they have issues to do with disability. I will be responding shortly to the Transport Committee’s report on buses.”
“As my right hon. Friend will know, decisions on bus routes are down to the Mayor of London. I think he needs to focus on delivering for Londoners and not just faffing around trying to take selfies. He should be spending more time with Londoners to understand exactly the sort of bus services they need and which journeys they need to take.”
“I know that my hon. Friend has been a great champion of his constituency and has been liaising closely with HS2 Ltd. The infrastructure maintenance base that is proposed near Austrey is expected to have a minimal impact on the village when operational, because of its proposed location between the HS2 main line and the village. The site was also chosen because it will involve only limited movements of earth during construction. We expect HS2 Ltd to work to refine the route, to reduce environmental impacts. Where impacts are inevitable, HS2 Ltd will design plans for mitigation. Those plans are still in development and will be reported in the formal environmental statement, which will be deposited alongside the phase 2b hybrid Bill. If my hon. Friend requires a meeting so that I can flesh this out, I am more than happy to do that.”
“There is a £300 million step-free access programme. I do not recognise the hon. Gentleman’s complaint, because 73 further stations were identified in Scotland to get step-free access between 2019 and 2024. [Official Report, 17 June 2019, Vol. 662, c. 1MC.]”
“I know the right hon. Lady will use every opportunity to campaign, even through petitioning, to ensure that the voices of her constituents are heard. HS2 is committed to ensuring that it mitigates any impact and to working with local communities, but I am of course more than happy to sit down with the right hon. Lady and those from her communities to discuss this.”
“I am just as eager as the hon. Gentleman to legislate in this area, considering the amount of work done by the task and finish group. Our commitment is to make sure that standards are raised, security is dealt with and that national enforcement officers ensure that regardless of where people are in the country they are getting into a cab with a driver who has had a standardised background check and has met the threshold for safety and security. I cannot give any more detail right now, but I am pleased that so many Members are as eager as I am to legislate on this issue.”
“It is good to see you in your place, Madam Deputy Speaker, for this final debate before the recess, which is a good omen for when we return. I thank the hon. Member for Clwyd South (Susan Elan Jones) for raising the important subject of excessive speeding and driving bans. I also thank her for extending the opportunity for us to continue working together on an issue on which she has not only campaigned for a long time but has been given an award.”
“I thank you, Madam Deputy Speaker, for all your work, and I thank the Clerks, the Doorkeepers, and everyone who works in the Tea Room and the Library and keeps us going, as well as the wonderful team from the Department for Transport, who keep the Ministers going. I hope that everybody has a wonderful recess, although I am a little nervous because I am being joined by my parents-in-law, Tim and Wendy Wheeldon. They will be spending time with their daughter-in-law in the constituency of Wealden. I am pleased to be spending the recess with my husband, David, but my daughter, Farah, is going to become a teenager, as she turns 13 on 1 June, so this might not be a quiet recess and I may wish to get back to work sooner than my colleagues.”
“I do not want to stray into another Minister’s area of responsibility at the Dispatch Box, so I will offer the hon. Lady the opportunity to meet the relevant Minister once they have settled into their post. I emphasise that we are determined to improve safety on our roads for all road users, and to see to it that offenders receive the justice that they deserve. I do not doubt that, just like the previous Minister, the new Minister will take this issue incredibly seriously. If I have not covered all the hon. Lady’s points, I will ensure that any that are outstanding are covered in a written response. I congratulate the hon. Lady on being a strong campaigner on this issue and on bringing this important debate to the House.”
“Our approach to tackling drink-driving is through rigorous enforcement, penalties and changing the social acceptability of drink-driving in the first place. The hon. Lady made some good comments about the Brake report, which we welcome as it highlights the important aspects of road safety. Last June, the Government announced their intention to publish the refreshed road safety statement and the two-year road safety action plan later this year, to address four priority user groups: young people, rural road users, motorcyclists and older vulnerable users. The hon. Lady made some important points about technology. We are currently engaged in negotiations as part of the EU’s third mobility package, which will introduce intelligent speed-adaptation devices in vehicles in the future. She made a powerful point about telematics.”
“The proposals that were confirmed include: increasing the maximum penalty for causing death by dangerous driving from 14 years to life; increasing the maximum penalty for causing death by careless driving while under the influence of drink or drugs from 14 years to life; and creating a new offence of causing serious injury by careless driving. Sentencing remains a matter for the courts, but raising the maximum penalty will give the courts the tools to deal with the most serious cases. The legislation will be brought forward as soon as parliamentary time allows. The hon. Lady also made powerful points about drink-driving, and I wish to confirm that the Government currently have no immediate plans to lower the drink-drive limit in England and Wales.”
“I agree that this is an example of innovation that tackles those driving offences that the public want the police to deal with. It also significantly reduces the time for the police to make a decision on an offence. The aim of Operation Snap is to improve driver behaviour. This is important to note, because she spoke about the anti-drink-driving campaigns back in the day, which changed people’s attitudes completely. If drivers perceive that they could be prosecuted for driving poorly, we hope that they will not drive poorly to begin with, thus reducing the likelihood of a collision. The hon. lady also talked about sentencing and penalties. After a full consultation, in October 2017 the Ministry of Justice confirmed Government plans to introduce life sentences for drivers responsible for the deaths of other road users.”
“This ensures that the focus of attention is on the most serious offending and those individuals who clearly and deliberately break the law. The guidelines also seek to provide consistency of treatment from forces in different parts of the country and to set out the principles that underline the police’s approach to enforcement of the law on speeding. However, these are only guidelines, and there are no plans to change this or advise the police how to enforce speed limits. The hon. Lady mentioned Operation Snap, and I agree with her on the outcomes of that programme. The police have introduced Operation Snap, which has used media such as dashcam evidence, helmet cameras or personal video for the detection of road traffic offences that do not involve a collision.”
“Their police and crime commissioner’s police and crime plan can also be used to address this issue. Individual police forces may also work with local communities and local volunteers to tackle speeding, taking specific local needs into account. The penalties for excessive speed start with informal advice—the hon. Lady has campaigned on this—because, of course, the more that people are aware, the more they will hopefully monitor their speed. Where such advice is not appropriate, drivers are prosecuted by means of a fixed penalty notice or, in the most serious cases, a postal charge bringing them before the court. Current guidelines issued by the National Police Chiefs’ Council allow police the discretion to take account of the individual circumstances of each speeding offence, and to take the action they consider appropriate.”
“At this point I ought to say something about the relative responsibilities of the Department for Transport and the Welsh Assembly. Much road safety legislation and policy is devolved to Wales and Scotland. As well as being responsible for their own trunk road networks, they set policy on safety cameras and issue guidance on setting speed limits. They have legislative competence on all the substantial provisions of the Road Traffic Regulation Act 1984 concerning speed limits and traffic signs. The enforcement of speed limits is an operational matter for the police. Policing in England and Wales is divided into territorial forces, with the Westminster Government setting policing policy. It is for chief police officers to decide how to prioritise enforcement in accordance with their local priorities and demand.”
“It may help if I say something about the totting up of points. If an offender amasses 12 penalty points or more within a three-year period, a minimum six-month disqualification must be ordered. An offender disqualified in this way may also be ordered to take an extended driving test. Offenders who are disqualified for 56 days or more have to apply for a new licence. However, courts have the discretion not to disqualify, or to impose a reduced disqualification, if there are mitigating circumstances or exceptional hardship—the hon. Lady raised that issue. This is wholly up to the courts and, again, is not something that the Department can influence, but the Department always notes what is raised in the Chamber. We know the media have reported cases where drivers with many points are still behind the wheel.”
“Increased compliance with speed limits, as part of a wider package of road safety measures, will play a significant role in reducing the number of collisions on our roads. I share the hon. Lady’s concern that people who drive at appalling speeds, risking the lives of others as well as their own, are too often back behind the wheel too soon. However, sentencing is a matter for our independent courts and is based on the facts of each case. A driving ban, the length of which is at the discretion of the judge, is already an option, and guidance is issued by the Sentencing Council. This is not something on which the Department can intervene. The judiciary are constitutionally independent of the Government, and it is important that no action is taken that may undermine this fundamental principle.”
“The hon. Lady, true to form, shares the praise with all those who have worked behind the scenes, which has been noted. The hon. Lady was probably expecting my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), who has been promoted, but I hope she will be pleased with my response. I do not want Hansard or any journalists to be confused: I have not been promoted for long, just for the next 15 minutes. Road safety is a top priority for the Government. Road deaths are a tragedy for all affected, and injuries can cause suffering and life-changing misfortune. Much of that harm is avoidable, and it is not an inevitable consequence of road transport. As the hon. Member for Clwyd South mentioned, all available research shows a link between excessive speed and the risk of collisions.”
“Its low cost is particularly valued by individuals on low incomes, such as students and pensioners. In Northern Ireland, travel across the border is a commonplace daily activity, with 900,000 such journeys per annum. Although the Common Rules for Access to the International Market for Coach and Bus Services (Amendment etc.) (EU Exit) Regulations 2019 ensure that EU operators can continue to access the UK market, the draft regulations will ensure that the relevant domestic legislation in Northern Ireland is adjusted to deal with deficiencies that would otherwise exist when the UK leaves the EU. I commend the draft regulations to the Committee.”
“UK regulations to provide reciprocity, such as the draft regulations, are a stop-gap measure. In the event of no deal, once the Interbus agreement has been extended to regular services, it is intended that reciprocal access will be provided through that agreement instead. However, we will work with the European Commission and the Republic of Ireland to ensure that any future UK-EU transport arrangements take into account the unique transport demands on the island of Ireland, particularly in respect of the border counties, where cabotage is of particular importance. The Government have made a commitment to reduce the adverse impact on businesses and citizens of EU exit. That applies to people’s ability to make international journeys by bus or coach. Coach travel is safe and environmentally friendly.”
“The agreement will be extended to regular services in due course, but until the end of 2019, access for existing regular services will be provided through the EU contingency measure on basic road freight and road passenger transport connectivity. The measure, which was adopted on 19 March, enables UK operators to continue to operate existing regular timetabled services to EU member states until 31 December 2019. It would also have enabled cabotage in the border areas of the Republic of Ireland until 30 September. Since it was agreed, an extension to the exit date has been granted to 31 October; we will work with the EU to determine the impact of the extension on the timing of the measure. The EU contingency measure is dependent on the UK’s reciprocation.”
“They will make minor, technical changes to reflect the fact that the UK will cease to be an EU member state, for example by removing references to “Community licence” and “Community rules” from relevant Northern Irish domestic legislation. They will also ensure that domestic enforcement provisions continue to apply to EU operators. In the event of no deal, UK operators will be able to continue to access the EU market through the Interbus agreement in respect of occasional services, an EU multilateral agreement that allows bus and coach operators to carry out occasional services between participating countries—currently the EU countries and seven other contracting parties in eastern Europe. The UK has completed the accession process and will become a member of the Interbus agreement in its own right in the event of no deal.”
“Those regulations amended the retained UK version of the EU regulation on a UK-wide basis, allowing EU-based operators to continue to access the UK market through the continued recognition of Community licences and control documents issued by EU member states. Section 2 of the European Union (Withdrawal) Act 2018 preserves EU-derived domestic legislation, including the Public Service Vehicles (International Passenger Services) Regulations (Northern Ireland) 2019 and the Transport Act (Northern Ireland) 1967, which give effect to the EU regulation in Northern Ireland. The draft regulations, which apply to Northern Ireland only, will adjust the language and references in that retained legislation and in two other pieces of legislation.”
“An EU regulation establishes the conditions for the international carriage of passengers by coach and bus within the EU, and cabotage within member states by non-resident EU operators. It covers regular timetabled services and occasional services such as holidays and tours. It establishes for that purpose a system of Community licences, which act as the international bus and coach licences used within the EU, and provides for those licences to be issued by the competent authorities of member states. To ensure the continuation of bus and coach services to the UK in the event of no deal, the Government introduced the Common Rules for Access to the International Market for Coach and Bus Services (Amendment etc.) (EU Exit) Regulations 2019, which the House approved on 26 March.”
“I beg to move, That the Committee has considered the draft International Road Passenger Transport (Amendment) (Northern Ireland) (EU Exit) Regulations 2019. It is an honour to serve under your chairmanship on this glorious morning, Mr Bailey. The draft regulations will amend the necessary domestic implementing legislation in Northern Ireland to deal with deficiencies that would otherwise exist when the UK leaves the EU. In the absence of the Northern Ireland Assembly, the Cabinet has agreed that, in the interest of legal certainty for Northern Ireland post exit, UK Government Ministers will introduce the necessary secondary legislation at Westminster for Northern Ireland. EU legislation governs access to the international passenger transport market.”
“Once the UK becomes a contracting party to the agreement, we will be able to sign the protocol in a no-deal scenario. Again, the statutory instrument just makes minor amendments to reflect the fact that the UK will no longer be part of the EU. I hope that I have managed to address the points raised in the debate and that hon. Members agree that the instrument is needed to remove any ambiguity in Northern Ireland legislation that deals with the operation of international bus and coach services in the event of no deal. Question put and agreed to.”
“These are just technical amendments, and consultation took place with the Federation of Passenger Transport Northern Ireland and other agencies. She talked about the Interbus agreement and raised a very important point. The contracting parties to the Interbus agreement are the EU, Albania, Bosnia, Croatia, the former Yugoslav Republic of Macedonia, Moldova, Montenegro and Turkey. A signatory process for a protocol that will extend the Interbus agreement to regular services opened on 16 July 2018 and ran until 16 April 2019, although officials have been informed that this date will be extended. Four of the seven contracting parties need to sign the protocol, including the EU. The protocol will then come into force in the third month after the fourth signature is made. As of 16 April, no contracting party had signed the protocol.”
“I thank the hon. Lady for her consideration of the regulations. I will turn to some of the points raised in the debate. If I fail to address all of them, I hope she will allow me to respond in writing. I must put on the record that the Department for Transport’s preparation for Brexit has been second to none. I believe that we laid the greatest number of statutory instruments of any Department other than the Department for Environment, Food and Rural Affairs. The SIs were on schedule, but with the extension from the March date there was a reprioritisation, which is why we are dealing with this instrument today. The programme was on schedule and there is no risk to any part of our sector. The hon. Lady talked about consulting the industry. The aim of this legislation is, quite frankly, to maintain the status quo as far as possible.”
“The two projects are complementary and will work in tandem to transform connectivity across the north, bringing towns and cities together. If the hon. Lady does not want to take my word for it, I have a recent article by Andy Burnham, the Mayor of Greater Manchester, and Steve Rotheram, the Mayor of the Liverpool city region, in which they talk about the benefits that I hope she will—”
“Opportunities for jobs and apprenticeships are being created across the country; I am pleased to say that more than 250 new apprenticeships have been created so far. The project is critical. It will connect half of our country’s population. Even though the hon. Lady’s constituents may be asking, “What’s in it for me?”, they are among that half of the population that the project will impact by helping to rebalance the economy. HS2 is an essential component in the delivery of the Government’s and Transport for the North’s plans for Northern Powerhouse Rail. For example, the current designs for NPR use HS2 infrastructure into Manchester and Leeds. If we did not build HS2 phase 2b, we would need to send NPR back to the drawing board.”
“It will be the backbone of our national rail network. It really will help to rebalance our economy, create opportunities for regeneration and lessen the north-south divide. The strategic case for HS2 is that it will increase capacity on our overcrowded rail network and improve journeys into and between the major towns and cities of the midlands and the north. It will connect eight of our 10 biggest cities, and it will more than double the number of seats from Euston in peak hours, carrying more than 300,000 people every day. I know the hon. Lady raised concerns on behalf of her constituents, but we are already starting to see the benefits of HS2. More than 7,000 people are working on the line and more than 2,000 businesses are working to deliver the new railway.”
“It is a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate the hon. Member for Warrington North (Helen Jones) on securing this important debate on the effect of High Speed 2 on the villages of Hollins Green, Culcheth and Croft. She gave us a lovely picture of her constituency. I sympathise with the concerns the hon. Lady has raised with me, my Department and previous Ministers, and with HS2 Ltd itself. I shall provide an overview of why the project is important and then move on to the questions she asked. If I fail to respond to them all, I hope she will allow me to correspond with her in writing to ensure that everything is down on paper. I do not doubt for a moment that she will continue to champion action on behalf of her constituency. HS2 is a critical project for our country.”
“Let me just go through the quote. I have many more—too many for this debate—but this one is important, because it mentions the benefits in the north. Andy Burnham and Steve Rotheram wrote: “The economic output of Greater Manchester could double to around £132bn by 2050” because of HS2, “contributing at least 40,000 new jobs. Liverpool city region forecasts £15bn of economic growth and 24,000 new jobs.” You will be surprised to learn, Mr Hollobone, that we often read criticism of HS2. It tends to come from the press, which tends to be based down here. Importantly, in their article, those leaders of the north wrote: “We don’t need London commentators telling northern leaders what we need.” It is important to reflect what is wanted and needed beyond London and the south-east.”
“HS2 is not just about passengers; it is about freight, taking cars off the road and encouraging people to use the railway instead of taking flights. I am loth to read out another quote, because the hon. Lady will say, “It’s not close to home for me,” but let me reference Judith Blake, the leader of Leeds City Council, because it is appropriate.”
“HS2 is also committed to planting 7 million trees and shrubs along the line. The hon. Lady mentioned pitches. HS2 Ltd is aware of the reduction in available pitches and is exploring options to re-provide those. I was moved by the points she raised, so I will keep a close eye on that and do my best to ensure that we get a positive outcome. Otherwise, I am more than happy to meet her to ensure that her points are, at the very least, heard and responded to by HS2 Ltd. As I said earlier, this project is crucial for our country, especially in smashing the north-south divide. I appreciate that that will not provide succour for the hon. Lady’s constituents when she returns home this weekend. The Government are already spending more than £48 billion on our existing rail network, but that is not enough. We need to build extra capacity.”
“The decision to relocate the depot to just north of Crewe was made in response to consultation feedback—particularly from local stakeholders—about open spaces and public amenities. The route through this area is still the Secretary of State’s preferred route and is not dependent on the depot being located at Golborne; that is a completely separate issue. The hon. Lady raised an important point about the environment and the mental and physical health of her constituents. HS2 Ltd has a target to ensure that there is no net loss of biodiversity. Substantial funds are in place in the earlier phases to ensure that we are greening as we go along. HS2 launched a green corridor along phase 1 of the route, which includes 3,340 hectares of wildlife habitat, a 33% increase on existing habitat.”
“Lady raised an important point about the viaduct versus the tunnel. That issue has been raised by many local stakeholders. Boring under the canal would require a particularly large land take either side of the canal to support tunnelling to the depth required. That means that much more land would be required in the area by a tunnel than by the proposed viaduct. That would have an impact on land and property in the area. The soil conditions in the area would also make tunnel construction difficult; the area around the tunnel is peat, so the tunnel would have to be very deep and constantly drained. The hon. Lady made an interesting point about the depot no longer being situated at Golborne.”
“The details in the draft code of construction practice, which formed part of the working draft environmental statement consultation, will help provide residents with reassurance about some areas of concern with construction compounds. More broadly, we have already consulted on the working draft environmental statement for phase 2b. That consultation, through which we sought views from local stakeholders and residents along the route, closed at the end of last year. My officials and HS2 Ltd are analysing the responses and will continue to listen to the concerns of local people through HS2 Ltd’s engagement teams and meetings with local councils. I will ensure that the hon. Lady has a link into the HS2 Ltd team so she has an individual to direct her concerns to, and ensure that community meetings take place at the appropriate time. The hon.”
“HS2 Ltd is already engaged with Warrington Borough Council on the closure of Wigshaw Lane. It is also looking to change the alignment of the viaduct in the Hollins Green area to move it further away from Hollinfare cemetery and the local community. The alignment of the viaduct would also be adjusted north and south of that point. On the construction compounds near Hollins Green, the location and dimensions of some of the compounds shown in the working draft environmental consultation are being considered in the light of local feedback. That includes trying to reduce the size of compounds in the area. Developments to the design will help move compounds further away from residents in Hollins Green.”
“I must place on record the fact that she has campaigned on behalf of her constituents by writing to raise arguments with the Department, especially since I have been there, and no doubt with the previous Minister, too. The local issues she has raised are very important to the Government and HS2 Ltd. I was particularly struck by some of the cases she made, and I will raise them directly with HS2 Ltd. I will ensure that I get a detailed response to all the points she raised if I am able to; otherwise, I will invite her to have a conversation with me about anything that is outstanding. We are mitigating particularly in the following areas. On Wigshaw Lane, we are acutely aware of the issues the proposed road alignment presents and are currently working on alternatives.”
“Warrington stands to benefit from HS2 services, which will cut journey times between Warrington and London to just over an hour, supporting enhanced growth in and around the town. HS2 is already driving employment opportunities, with approximately 80 businesses in the north-west now working on the early stages of the project. Decisions about service patterns will be taken in the future, taking into account factors such as demand and local considerations. The HS2 indicative train service specification shows Warrington Bank Quay being served by one HS2 train per hour in phase 1, which it will continue to receive when phase 2b opens. I turn now to some of the important local points that the hon. Lady raised.”
“It has two key purposes: it avoids a constrained section of the west coast main line, improving capacity and reliability on that line, and it delivers faster journey times for destinations north of the connection, such as Wigan, Preston, Lancaster, Cumbria and Scotland. The hon. Lady mentioned costs and benefits. Proposed alternatives to the Golborne link would reduce the benefits of HS2 without necessarily saving money. Early analysis shows that delivering the same benefits, such as the published journey times to the north and Scotland, without the Golborne link may add an extra £0.8 billion to the cost of HS2. Let me move on to some further points the hon. Lady raised about HS2 and Warrington. HS2’s arrival is becoming integral to local plans in Warrington and the surrounding area.”
“The Government will continue to invest in upgrades to the conventional rail network, including the west coast main line, in addition to their proposals for the development and delivery of HS2. However, only HS2 will be sufficient to meet the long-term growth in demand that is forecast on the existing network. HS2 is the right intervention to address the capacity constraints on the west coast and east coast main lines. The Government have already considered alternative schemes to HS2, including upgrading the existing railway, but no other option can deliver the same scale of benefits as HS2 phase 2b. The Golborne link is the most effective way to deliver the much-needed capacity on the west coast main line.”
“The hon. Lady raises some important points. I note that she does not actually criticise HS2 but expresses a desire for a station. Unfortunately, if I provided a station to everyone who wanted one, the project would not be going anywhere very fast anytime soon. There are already 2,000 businesses and 7,000 people involved in the project, and at its peak there will be 30,000 people building this railway, so I do not doubt for a moment that every part of the country will be touched in a positive way, whether it is by the economic opportunities or the jobs that HS2 provides. Let me turn to the questions the hon. Lady raised. She made a robust argument about the Golborne link.”