Greg Smith
MP for Mid Buckinghamshire · Conservative · United Kingdom
“As was mentioned earlier, the UK Sepsis Trust had a big bang in 2016 with the famous orange and red posters saying, “Just ask ‘Could it be sepsis?’”, which can be seen in many GP surgeries, hospital waiting rooms and so forth.”
“I am sure that many of my constituents considering a UK break will look to Cambridgeshire, where the always fiscally sound Conservative mayor Paul Bristow has made it clear that now is not the time for such a tax.”
“Ministry of Justice contractors are acting in a deeply inconsiderate manner, affecting my constituents in Edgcott, Grendon Underwood and the Springhill Road estate in the construction of a new mega-prison adjacent to HMP Grendon. I asked the Minister in writing over the summer if she would come and see with her own eyes those problems.”
“Over 2,000 flights cancelled, with more than 150,000 passengers affected; delays, disruption and pain; embarrassment for Britain—what an absolute mess! As you said, Madam Deputy Speaker, there was no offer of a statement from the Government, hence this urgent question from the Conservative Benches.”
“A report by 16 September, which takes us into recess, and six months then to fully diagnose the problem—that is not good enough. A third failure deserves immediate action, not delaying tactics. The Government have a considerable say in how NATS operates.”
“If they were, why on earth are we back here again? Why are airlines and airports lacking suitable contingency plans for when NATS fails—when Government fails—and there is no Government support on the ground?”
The complete record
Every one of 600 lines we hold for Greg Smith, in date order, each linked to its source. Free to read, in full, without an account. Page 9 of 12.
“When even the trade unions are pleading for common sense, it is a clear sign that Labour has lost touch with not just the science, but the people they apparently represent.”
“His message was blunt: if we keep shutting down energy-intensive industries here, we will just import the same materials from countries with far higher emissions, fewer safeguards and lower labour standards. The Government are just lost. To give an example, even the GMB’s general secretary, Gary Smith—no relation—rightly called this strategy “catastrophic” for not just jobs, but the environment. He warned that importing coal, gas and manufactured products from overseas is far more carbon intensive than producing them domestically. He went further, saying that the Government’s net zero drive is “bonkers”—his word—because it undermines the workers who will be essential to any genuine green transition.”
“Cutting off the licensing regime entirely risks creating more orphan sites with no responsible operators to maintain them. We should be modernising the licensing system, not abolishing it. A well-regulated extraction framework would provide both the revenue and the oversight needed to ensure tip safety for generations to come. By banning new coal extraction licences, the Government have not reduced demand for coal; they have simply exported that demand abroad. That is exactly what we have seen with the approach to the North sea and to British industry more generally. The Times recently reported comments from the industrialist Sir Jim Ratcliffe, who warned that the UK faces a “chemical breakdown” if Ministers continue ignoring the realities of domestic energy and feedstock production.”
“I do not think that the right hon. Lady and I are a million miles apart on this. I am suggesting that those great technological innovations that are coming on board but are not ready right here, right now in 2025 need time to develop and become commercially viable, and that in the transition we will still need coal for certain functions. Simply turning it all off overnight is not the responsible thing to do. Coal tip safety is an incredibly serious issue and deserves resource, engineering expertise and local accountability. Communities across Wales and England in particular live with the physical remnants of our industrial past. Those sites must be monitored and maintained responsibly. When tips are abandoned and left unmanaged, they become dangerous, as we have seen in past tragedies.”
“I am grateful for the opportunity to speak on this matter, because it allows me to acknowledge what responsible governance should be about: balancing progress with protection. The Government’s policies will harm our communities, hollow out industry and do nothing measurable for the global climate. Let us have the courage to revisit them and stand up for common sense, working people and British industry. If we continue down the path of ideological self-harm, we will soon find that the only thing we have truly exported is our prosperity, and the only thing we have imported is decline.”
“I understand that the point that the hon. Lady is trying to make, but I will never apologise for trying to protect the British countryside. The Labour Government are closing industries at home, patting themselves on the back for imaginary environmental victories and then importing the same resources from halfway across the world, racking up shipping emissions, losing domestic expertise and devastating industrial communities. That is not a green policy; it is economic negligence. It is bad for the economy, disastrous for security and utterly self-defeating for the climate. Let us be honest: Britain cannot reach meaningful environmental goals by eroding its industrial base. Real sustainability comes from innovation, not prohibition.”
“Nor have we seen confirmation that the forthcoming code will provide effective oversight and meaningful appeal rights. Without that assurance, it would be wrong to widen private operators’ powers on railway land. Although we will not divide the Committee this afternoon, I would like the Minister to reflect on those points, pause, and hear our call for proper process and proportionate changes. Motorists deserve confidence that parking rules are enforced in the public interest, not driven by other motives. The Government should publish the consultation outcomes, set clear limits on private enforcement practices, and demonstrate that passenger and driver interests come first. Once that framework is in place, any further legislative changes can be judged on their merits and with full transparency.”
“It is therefore premature to legislate before that evidence has been properly considered. The responsible approach would be to review the consultation findings first, finalise the new code to ensure that it genuinely curbs poor practice, and only then revisit any question of expanding enforcement powers. Our concern is not about legitimate enforcement. Where parking rules are clear and proportionate, they help to keep stations accessible and traffic flowing, but enforcement must always be fair, transparent and accountable to the travelling public. At present, key safeguards are clearly missing. The Government have not released a Treasury estimate of the potential enforcement revenue, so the financial impact on motorists is equally unknown.”
“The draft order extends existing keeper liability provisions under the Protection of Freedoms Act 2012 to railway property—land that has until now been subject to railway byelaws rather than civil enforcement. On paper it may look like a technical change, but in practice it could give private parking firms greater ability to pursue motorists for payment on railway land. Before agreeing to such an extension, we should be confident that the wider regulatory framework is robust, transparent and fair. That is why the timing of this proposal is somewhat problematic. The Government’s consultation on the private parking code of practice closed only on 26 September. Those responses from motorists, consumer groups and the parking industry itself have not yet been published or analysed.”
“It is a pleasure to serve under your chairmanship, Sir Jeremy. His Majesty’s official Opposition recognise the importance of ensuring that genuine parking violations are fairly and consistently enforced. Effective enforcement maintains order and encourages compliance, but it should never become a source of excessive revenue or allow over-zealous practices to flourish. Unfortunately, motorists’ experience with some private parking operators has too often been poor. We have heard of cases involving unclear signage, punitive charges and threatening correspondence from debt collectors. That background means the Government must take care before extending their powers any further.”
“8. What recent discussions she has had with relevant stakeholders on the potential impact of changes to the listed places of worship grant scheme on listed places of worship.”
“I am grateful for the Minister’s answer, but I am not sure the Government have understood the level of uncertainty and panic that has set in following their approach to this grant scheme. Some of the most cherished buildings in our constituencies are waiting on clarity for when the Government will come forward with concrete steps to extend this scheme. What will happen after March 2026? I would be grateful if the Minister could give us that clarity now.”
“T4. In a stunning setting with superb facilities, Garsington Opera in Stokenchurch provides incredible training opportunities for young people who want a career in the arts. Does the Minister agree that this is a vital facility, and what more will she do to ensure that all young people who want a career in the arts have those training opportunities?”
“This amendment goes to the nub of what is important. Does the Bill enable growth or stifle it? Does it support our world-class aviation industry or go against it? More importantly, does it enable our constituents to do what they have always done and fly, be that on holiday, on business or to visit family and friends overseas, or does it hinder them in doing that; and does it hinder our businesses in bringing goods in and out of the country by air? New clause 6 forces the Secretary of State to confront the realities of the Bill on multiple fronts. It covers the impact on the UK’s aviation fuel industry and the UK’s sustainable aviation fuel supply, and the impact on small, medium and large producers and potential importers of sustainable aviation fuel.”
“To begin, I draw Members’ attention to my entry in the Register of Members’ Financial Interests with regard to the synthetic road fuel provided to me for a constituency surgery tour last year. That is not strictly relevant to sustainable aviation fuel, but I want to be entirely transparent about it, as I have been throughout this Bill’s passage. May I also welcome the new Minister to his place? He has a big pair of shoes to fill, and I equally want to commend the hon. Member for Wythenshawe and Sale East (Mike Kane)—we did not always see entirely eye to eye—for the effort and attention he put in to getting this Bill through the House and to his other duties in the House. I begin with new clause 6, which requires the Secretary of State to lay before Parliament a report on the economic impact of the Act once it is in force.”
“Reviews like the one proposed by new clause 6 would ensure that Governments of all political persuasions monitored real-life outcomes and, if necessary, tweaked provisions—or completely changed course. I cannot for the life of me understand why any Government would run scared of such a clause; it would help them govern better in the long run.”
“I am grateful to the hon. Gentleman for his intervention. I will come on to some of the technological points he made earlier, which it may surprise him to hear that I was incredibly sympathetic towards. On the timescale he asks for, I think it reasonable that, when a new Act comes into force, the Government should review it on a yearly basis at least, if not more frequently, to check that it is working. The point he makes is valid, and I thank him for it. Last on the list of impacts covered by new clause 6 is the impact on international and domestic tourism in the UK and passenger air fares. We in this House can pass all manner of laws and schemes, and we can mandate new things, but their impact, including on the wider economy, matters.”
“I think it is necessary for any Government to review the legislation they are passing to check that it actually works, does what it says on the tin, and does not negatively impact real people and businesses going about their day-to-day lives. If he has paid attention to the debates in previous stages of this Bill, he will know that I support a move to sustainable aviation fuel; I will come on to that shortly, when I speak about other amendments. I think, as the hon. Member for Dewsbury and Batley (Iqbal Mohamed) does, that some technologies are superior to others when it comes to power-to-liquid, but the move to those fuels is very important. We have to get it right. If we do not, and we do not make it affordable, it will not happen.”
“It does not close down other technological routes, but forces the Government to acknowledge the risk, both to the environment and in terms of cost, when choosing contracts under the RCM. As other speakers have said, the Bill can still be improved. I urge the Minister to accept the amendments, which would improve the Bill, and to ensure a strong and affordable future for sustainable aviation fuel in our great United Kingdom.”
“Solid waste is not readily available; the primary source is local authorities, the majority of which are on contracts with energy-from-waste facilities and incinerators that have decades to run. Likewise, I am not sure there is enough chip oil in the country to meet our aviation fuel needs. That leaves power-to-liquid solutions and eSAF. Many say that it is not ready; some say it is too expensive; but those of us on the Public Bill Committee heard loud and clear from Zero Petroleum that it is ready to scale right now. It just needs the green light from the regulators, and with scale will come affordability. Amendment 10 is in many ways a light-touch amendment to bring this debate to the fore.”
“The disappointing answer to that is the potential to bring alive SAF plants using technologies that have already been superseded—plants that would therefore be temporary at best. Stepping up something with no longevity, and with an estimated build cost of between £600 million and £2 billion, would be no small mistake. Power-to-liquid solutions, otherwise known as eSAF or synthetic fuel—liquid hydrocarbons literally made out of air and water—are surely the better and sustainable future for aviation fuel. We had debates on Second Reading and in Committee about other solutions. I cannot imagine that anyone is ready to defend growing food to burn it, but equally, waste-derived fuels simply are not sustainable in the long term.”
“It is on a matter that I have championed in this House for many years—in the last Parliament, during my time on the Transport Committee and, since July, from this Dispatch Box. The amendment is in the name of the shadow Secretary of State, my right hon. Friend the Member for Basildon and Billericay (Mr Holden), and it is relevant to new clause 7 and amendment 12 in the name of the hon. Member for Dewsbury and Batley, both of which I have a great deal of sympathy for. Governments of all political persuasions have professed to be technologically neutral. They seldom are. There is a natural tendency to pick winners and losers. We need to look through that lens, and ask ourselves what the Bill is promoting and using the levers of primary legislation to enable.”
“It is important both to develop a UK market for SAF, eSAF and local production, as is provided for by the Bill and the mandate, and to support and encourage the use of home-grown technology for the manufacture of those products. That not only retains revenue in the United Kingdom but leverages a huge amount of revenue for future exports through technology licensing. The amendment tackles that head-on, and a failure to back it would be a failure to back United Kingdom innovators. Lastly, amendment 10 is on technological choices. It states: “The terms under subsection (4)(c) must include a requirement for the producer to consider the longevity of supply and relative environmental impact when prioritising between organic and synthetic derived sustainable aviation fuel solutions.” I feel incredibly strongly about this amendment.”
“Amendment 9 looks at British technology and intellectual property. It would require the designated counterparty to prioritise UK-based technology when entering contracts. As I said from the Dispatch Box on Second Reading, there is a historical reality that we need to confront, and the amendment would stop history repeating itself. The historical error that I refer to is this: a great many projects supported by grants from the advanced fuels fund use foreign-owned technology. It cannot be right that the British state, while arguing for domestic fuel security, funds overseas technology when we have incredible innovators and manufacturers right here. Domestic fuel security must mean domestic fuel IP, manufacture and supply.”
“As organisations including the International Air Transport Association have highlighted, since the mandate came into effect in January 2025, fuel suppliers have been adding compliance risk premiums to the cost of mandated SAF, contributing to the price of SAF and doubling it for some carriers. That is to cover the eventuality that they do not meet the 2% mandate target and must pay the buy-out price for any missed volume. Virgin Atlantic has argued that to prevent SAF prices increasing further, the revenue certainty mechanism must have sufficient safeguards in place to ensure transparency over cost pass-through. There must also be a transparent process for refunds in the event of over-collections, and all revenues generated under the RCM should be ringfenced, rather than going into the general taxation pot.”
“The amendment would require the Secretary of State to set a standardised levy rate, payable by all suppliers of aviation fuel, that must be publicised by suppliers of aviation fuel on invoices to their customers. Valero, for example—one of the world’s largest renewable fuels producers—has contacted the Opposition arguing for the amendment, saying that it would offer a workable solution; it would support the development of new SAF production without significantly impacting the industry as a whole. The amendment would apply the levy equally to all jet fuel suppliers, providing a fair and transparent mechanism for supporting the broader SAF industry. Just this week, I have been contacted by Virgin Atlantic, which is arguing that transparency safeguards must be in place to keep costs low for consumers.”
“For example, Jonathon Counsell from International Airlines Group stated: “We think there are potentially some elements that have not been included in that calculation, but £1.50 per passenger feels quite low when you think the costs of the SAF itself will be nearer to £10.” –– [ Official Report, Sustainable Aviation Fuel Public Bill Committee, 15 July 2025; c. 17, Q12.] Consumers need peace of mind that the Bill will not cost them dear, and will not act as a financial barrier to the family holiday or any other trip, so failure to back the amendment can only mean uncertainty. I turn to amendment 11, which is focused on transparency.”
“The amendment seeks to clarify that, and it gives the Government the opportunity—in theory, they should cheerfully embrace this—to lock in a claim that they profess to believe, namely that the Bill will have an impact of plus or minus £1.50 on air fares. The previous Minister repeated that statistic time and again on Second Reading and in Committee. The new Minister has the challenge today of either sticking with his predecessor’s assertion, backing the amendment and locking in protections for consumers, or admitting that this may well be more costly to air travellers. It is worth noting that during the evidence stage of Bill Committee, none of the witnesses was willing to affirm the Government’s figure. In fact, some noted that the estimated price appeared low.”
“I am grateful to my right hon. Friend the Father of the House; I could not have put it better myself. It is essential that whatever measures, on any matter, are brought forward by any Government—be it the current Government or any future Government—real people’s lives and the cost base be reviewed regularly, so that we are not making people poorer, or stopping people from being able to do what they want, be it go on holiday, travel for business or move goods around. With that, I come to amendment 8 and the cost impact on passengers. The amendment would require the designated counterparty to report on the impact of the revenue certainty mechanism on passenger air fares. One of the most contentious areas surrounding the Bill, and indeed the Government’s whole approach to net zero, is: what does it actually cost real people?”
“On grid infrastructure, the Chinese wind turbine manufacturer Ming Yang has said that it is looking to set up a wind turbine factory in Scotland. Our security services have warned us about the risks of Chinese state-sponsored hackers trying to infiltrate and destroy energy systems in the west, and hidden kill switches have been found in Chinese solar installation technology in the United States. Can the Minister provide the House with a very clear assurance that neither Ming Yang nor the Chinese state will be able to remotely control our energy infrastructure—yes or no?”
“There is a widely held belief that the catalyst for the pure evil that happened on 7 October was the fear among Iran and its terrorist proxies that Saudi Arabia was close to signing the Abraham accords. The good news is that the Abraham accords peace agreement, between Israel, the United Arab Emirates, Bahrain and Morocco, has endured over the past difficult two years and is a model for regional economic co-operation and peaceful co-existence in the region. On the back of yesterday’s agreement, what concrete steps will the Prime Minister take to encourage and extend the Abraham accords as a key part of the emerging picture in the middle east, with particular reference to getting Saudi Arabia back to the table?”
“If we are to encourage growth in the sector, we must ensure that Parliament is doing its part to enable the industry to maintain it.”
“Although I have no significant issues with the regulations, that Committee noted the limited ability to use the Retained EU Law (Revocation and Reform) Act 2023, as a result of which the Department states that it “will need to find a longer-term solution to make further amendments”. Can the Minister outline how he intends to make changes on that basis and whether he has begun developing a long-term plan? Ultimately, these limited regulations appear to make proportionate changes and are in line with existing aviation policies. However, I would be grateful if the Minister could clarify how future regulations might be amended or updated. The aviation industry knows that its continued success depends on the highest safety standards.”
“On a positive note, I particularly welcome it that the explanatory memorandum highlights sensible deregulation, for example allowing the installation of particular components without the need for a form 1, provided that they are declared safe by the design organisation. Furthermore, enabling the CAA to delegate aviation safety tasks appears to be a sensible step. For clarity, however, can the Minister outline which tasks he understands that the CAA may delegate? Is he confident in the CAA’s capacity to manage this delegation effectively, given that it has not had these powers for a period of time? I also ask the Minister the same question that the Secondary Legislation Scrutiny Committee posed to the Department.”
“According to figures from the Aviation Safety Network, in the 1970s there were about six fatal airliner accidents for every 1 million commercial flights, which meant, sadly, that one in every 165,000 flights ended in a fatal accident. By contrast, data from 2024 shows that the figures have dropped to approximately half a fatal accident per 1 million flights. Although there will always be some variation, and there are devastating news stories that highlight the tragic consequences when accidents do occur, the long-term trend has clearly been positive. The Conservatives will always welcome measures that provide greater clarity to our safety regime and improve on the existing system. The regulations set out by the Government today suggest relatively small changes.”
“It is a pleasure to serve under your chairmanship, Mr Efford. As this is my first exchange as shadow Minister with the new Minister, I warmly welcome him to his place. It seems only five minutes ago that he arrived after his by-election; it is a credit to him that he is a Minister. Thankfully, I dare say that this morning’s exchange will be a softer landing than some of the exchanges in the weeks and months ahead, at least politically speaking. Aviation safety is a story of constant evolution. Over the past 50 years, we have seen great strides in the safety of our aircraft, which has contributed to the growth in flying from which so many people across the country benefit.”
“When driving tests came up at Transport questions in May, it was revealed that the wait time for a driving test on average was up, from 17 weeks in July 2024 to 22 weeks now. It has since been revealed that many test centres around the country have reached the maximum legal limit of a 24-week wait. Will the Minister acknowledge that for thousands of people up and down the country waiting for a driving test—waiting for that step on the ladder to get their first job or to college through the freedom of driving—it is simply not good enough for the Secretary of State to have pushed back the Government’s new target to fix this to 2026? Real people need real answers now, so will he redouble the efforts to get the wait time at least back down to the point it was at when the last Government left office?”
“Will the Minister apologise to everybody up and down the land who sets their alarm early because the Government are making the situation a lot worse?”
“The Minister is right that there is still more to be done—there is a lot more to be done. He inherited a broken system from his own predecessor in the Department for Transport, under whom the problem got significantly worse over the last year. I do not think the Minister is listening to the country. I cannot be alone in having an inbox full of emails from constituents complaining about the wait time to get themselves or, indeed, their children a driving test. My constituent Sarah wrote: “Young people’s work opportunities are significantly reduced by not being able to drive,” particularly in rural England, in this case Steeple Claydon in my constituency. Sarah sets her alarm for 5.45 every day to try to secure a test, and the best she has managed is next February.”
“After the elephant in the room that is the farm-destroying family farm tax, the No. 1 issue that is raised with me by Mid Buckinghamshire farmers—not least at the Bucks county show last week—is the uncertainty over the future of the SFI. I do not think it is going to cut it with farmers to say that further details will be provided in due course. They need certainty and they need it now, so will the Minister come to the Dispatch Box and put a firm date on when farms will have that certainty, as well as assuring them that the new SFI will have food production at its heart?”
“The double whammy of the national insurance jobs tax increase makes that all the more difficult, so may I urge the Minister, who has met me before to discuss this subject, to really look at the true cost of providing exceptional education to children in Mid Buckinghamshire, and make the case to the Treasury that the funding needs to be higher?”
“Today is my youngest child’s first day at school, so may I put on record my thanks to Chearsley and Haddenham Under Fives for providing exceptional early years education to both my sons, Charlie and Rupert, over recent decades? I mean years—it feels like decades! There is much to genuinely welcome from the expansion of the childcare revolution that the Minister has outlined today, which was started by the previous Government. However, coalface reports from providers like the Big Top Nursery, which has sites in Waddesdon and Berryfields in my constituency, say that Government funding only just covers or does not quite cover the full cost of them providing the exceptional care and education that they do.”
“Yet here we are, nearly five years later, and there is still no formal response from the Department for Transport. Public opinion, though, could not be clearer: eight in 10 drivers want action. Two thirds see pavement parking in their neighbourhoods on a regular basis, and a third see it every single day.”
“Of course, as the Chair of the Select Committee, the hon. Member for Brentford and Isleworth (Ruth Cadbury), has already said, London has had a ban on pavement parking for many years, but the rules are far less clear outside our capital. Local councils can bring in restrictions through traffic regulation orders, and they have had permission to use standard signage without asking Whitehall for approval since 2011, but that system is patchwork, complex and slow. That is why, in 2020, the last Conservative Government consulted on how to go further. More than 15,000 people responded. The consultation looked at a nationwide ban with sensible exemptions—recognising, for example, the realities of narrow rural lanes or terraced streets, where pavement parking has been part of the layout for decades.”
“For someone with a visual impairment, it can mean walking straight into the bonnet of a car—an obstruction they cannot anticipate. Carers supporting people with hidden disabilities—perhaps guiding an autistic child who finds traffic overwhelming, or pushing a specialist buggy—find themselves in exactly the same position: what ought to be a simple walk to the shops or to school can suddenly become an obstacle course. Guide Dogs research tells us that 85% of people know that this issue is a danger for those with sight loss, and nearly three quarters say that it is common in their area. Local councillors, including my own in Buckinghamshire, hear directly from residents and overwhelmingly report that pavement parking creates a safety risk, with many saying that it is one of the issues raised with them most often.”
“It is a pleasure to serve under your chairmanship, Mrs Hobhouse. I, too, congratulate the hon. Member for Epsom and Ewell (Helen Maguire) on securing this debate. I am grateful for the opportunity to speak in today’s debate on pavement parking, an issue that may seem mundane at first glance, but that, in reality, touches on safety, accessibility and dignity in every one of our communities. Pavement parking is not just unsightly; it is downright dangerous. When cars mount pavements, they force pedestrians off the footway and into the road, directly into the flow of traffic. For many, that is inconvenient; for many others, it can be life-changing. For someone in a wheelchair, a single car blocking the pavement can mean a 10-minute diversion, or the frightening prospect of rolling into a busy road.”
“I call on the Minister to come forward with practical steps and a realistic timeline, and then to commit to that and solve the problem.”
“One of the issues that I notice in my constituency is the challenge of pavement parking in a lot of our new build areas and estates, where the planning system has quite deliberately tried to restrict parking. Guess what? That has created chaos on the streets in its own right, because people still require the same number of cars to get about, particularly in rural communities. Someone cannot do the family shop for a family of five on the back of a bike. We all recognise that there is no one-size-fits-all answer. A blanket national ban is not going to be practical everywhere, but we cannot accept inertia. We cannot ask people with disabilities, carers or families to keep waiting while this problem goes unaddressed.”
“I have a lot of respect for the hon. Lady. The Government have had a year to take action, and they have not. I have not been in the House as long as she has, but I was here in the last Parliament and I was a member of the Transport Committee for the entirety of it. I, too, sat around the horseshoe with the hon. Member for Brentford and Isleworth, and indeed the Minister for some of that time. I certainly recognised the challenges of pavement parking and pushed for solutions in the last Parliament as well. I fully acknowledge that we are five years on, and that some of those years were under a Conservative Government, but action is required now. If we are to have a serious debate, the onus is on the present Government to come forward with the necessary actions.”
“4. If he will make an assessment of the potential merits of siting a neighbourhood health centre in Long Crendon, Buckinghamshire, as part of the 10-year health plan for England.”