Railway Connectivity: East to West Midlands

Debate between Ben Bradley and Alex Norris

Wednesday 19th June 2019 Westminster Hall

[Alex Norris]

The Chair of the Transport Committee, my constituency neighbour, makes an excellent point. One of the most frustrating things about the arguments around HS2 is that they get drawn into journey times to and from London. They are not unimportant, but they are not the fundamental thing.

Many hon. Members will have heard me say that we have a real opportunity in the east midlands—the west midlands will benefit too—in the Toton station for HS2; in dualling the roads that get us to the brilliant East Midlands airport, which is the biggest pure freight airport in the country; and in developing the power station site. There is the potential for more than 100,000 new jobs. HS2 is fundamental to that, so pulling that project out risks pulling the whole thing down; that is how critical it is.

[Ben Bradley (Mansfield) (Con)]

I congratulate the hon. Gentleman on securing the debate. On HS2 and the economic benefits to the region—the debate is about east-west rail links—for my constituents, the east-west connection to the Chesterfield hub is vital if we are to make the most of the local economic growth around those stations. Does he agree that to make HS2 work for areas across the east midlands, not just immediately around those hub stations, we need those east-west rail links so that people can travel to those new jobs and to the economic growth that HS2 will create?

[Alex Norris]

I absolutely agree with the hon. Gentleman. Without those east-west links, people will not get the benefit of HS2 and we will not get all that growth. Individuals will lose out if they are not close to it, which none of us wants. It is no secret that we are going to see a lot of political change in this place in the next six months, but I hope that we can come together as midlanders and make a positive case, with one voice, about why that model and that development will make such a difference.

Rail Investment in the East Midlands

Debate between Ben Bradley and Alex Norris

Tuesday 24th July 2018 Westminster Hall

[Alex Norris]

I am very grateful for that intervention. That is exactly right. This is not, dare I say it, an issue for just the current Government; it has been an issue for previous ones too. Our approach has to be one of consensus, and I think that that is how we will best get what we want. In thanking my neighbour to the east, I ought to reference my neighbour to the south, my hon. Friend the Member for Nottingham South (Lilian Greenwood). It might give the Minister some amusement to know that she is not with us because her Transport Committee currently has the Secretary of State in front of it. I suspect that the Minister will have a slightly easier time than the Secretary of State.

We should be an ideal investment opportunity because investment in the local economies that make up our region offers a great economic return—better in many business cases, in fact, than in other parts of the country. By increasing the proportion of national infrastructure spending in the east midlands, the Government will have a better chance of unlocking the private sector investment needed to revive and rebalance the UK economy. We need only look at the levels of gross value added—GVA—driven out for every pound of transport spend, to see how compelling the case is. That is one league table that the east midlands tops, showing our ability to deliver growth not only locally but nationally.

What am I seeking to raise with the Minister and perhaps secure his support for today? I have four things, the first of which is making the most of HS2. The east midlands has set out plans to use HS2 to drive up economic growth across the region, creating an additional 74,000 jobs and £4 billion of GVA by 2043. The region’s station at Toton will be the best connected HS2 station outside of London and will transform connectivity between the east midlands and Birmingham, Leeds, the north-east and Scotland, as well as London. We believe that HS2 can have a transformative impact on the east midlands; from the hub station at Toton and the Staveley infrastructure depot, to connecting Chesterfield to the HS2 network, there is an opportunity for the Government to invest in getting on with things and bringing them forward, starting HS2 services in 2020, three years early. Partially opening the hub station a little earlier in the next decade would stimulate growth earlier, unlocking the potential for 11,000 new jobs and radically improving connectivity between the east midlands and Birmingham. There is a real prize for us in HS2, and we can get on with it now. I know people think it is a bit of a long way away, but we can get on with it.

[Ben Bradley (Mansfield) (Con)]

I congratulate the hon. Gentleman on securing this debate on a really important issue, particularly as regards getting the economic benefit from HS2. I want to flag, perhaps to the Minister, the opportunities that I and my hon. Friend the Member for Sherwood (Mark Spencer) have been talking about in terms of the Robin Hood line, and the social benefits of connecting villages up to jobs, the tourist economy and, in the long term, the HS2 hub at Chesterfield, giving deprived communities access to the big economic boost that the hon. Gentleman talks about.

[Alex Norris]

The hon. Gentleman makes an excellent point. I am a big believer in our region’s future lying in the strength of HS2 and the logistics hubs that we can put around it and our airport. However, the hon. Gentleman’s community and mine will not benefit from that unless we can get there, and getting there cannot mean just going into the nearest big city and going out; we have to get there in other ways as well. I confess to enjoying a nice night out in Mansfield—a tasty night out, I would say—and I would definitely like to be able to get from Bulwell to Mansfield a bit more easily. However, I have picked up in dispatches that there might be a bit of a governmental wobble regarding HS2, especially its second phase, and I would be very interested to hear the Minister’s reflections on that.

The second priority is investment in the midland main line—you would expect me to say that, Sir Graham. We welcome the investment in upgrading the track and the signalling, but the importance of electrification should not be understated, as it is an opportunity to put really modern infrastructure in place for our region, make travel more comfortable, reduce running costs and carbon emissions, and improve air quality, journey times and efficiency. Electrification has an awful lot going for it.

As I said, the business case for between Kettering and Sheffield was really strong, and for it to be a casualty of cost overruns elsewhere is a real shame and a fundamentally flawed decision. That is not just my view or that of local business and council leaders; it is the view of the National Audit Office and the Transport Committee. But we are nothing if not pragmatic in our region. We appreciate that the rail franchise is now out to tender, and that it includes specification for bi-mode trains, so we must start in the world as it is, rather than the world as we want it to be. Let us make absolutely certain that whatever stock is procured for those lines can be converted to full electric mode in the future. Let us ensure that they can deliver on the journey time ambitions in both modes, and let us think about business growth. Our region is the international centre for rail engineering, so let us definitely ensure that those new trains are built in Derby.

Alongside that, in the spirit of pragmatism, let us think about the incremental electrification of the line. There is an opportunity to go bit by bit, and in time for the completion of HS2, so as not to risk losing one of the prizes of HS2 around speed. The Government have already committed to completing the section between Clay Cross and Sheffield in time for HS2. That will get us up to 62% of the line, so let us have a plan for the other 38%. I cannot help but think that we would save money by doing it properly, all in one go, but if it is incremental electrification, then let us have it, commit to it and plan for it, because it would progressively reduce the costs of running bi-modes on the line and release revenue to improve services elsewhere in the east midlands. Without electrification, it will also be more difficult to integrate HS2 into the existing rail network, so we really have to think about this and learn from mistakes elsewhere and from what has gone well in other countries.

The third priority is one I am particularly interested in. While waiting to start the debate, I saw the hon. Member for Walsall North (Eddie Hughes) come in, and I thought he was going to talk, as a west midlands Member, about east-west connections, but I see he is in his place as Parliamentary Private Secretary. Nevertheless, if he had intervened, I would have made what I think is a neat assumption—that it is of as much interest to my neighbours to go to Walsall as it is to go to Wallington. That east-west has to be as important as the north-south. Sometimes it feels like a radical act to state that not everything for us is about getting to and from London more quickly; we are just as interested in moving east and west. So let us address the complex rail infrastructure in Newark and press for major investment to reduce conflicts between the east coast main line, which goes at speed, and the much slower Lincoln to Nottingham rail traffic. Let us reinstate direct services between Leicester and Coventry, which are important players in The Midland Engine.

One of my key things to highlight today is this: Midland Connect has developed the midlands rail hub concept, which would significantly improve rail capacity between the east and west midlands. It is a cost-effective package, with an additional 24 trains per hour improving east-west connectivity. At the moment, it takes 69 minutes to go the 50 miles from Nottingham to Birmingham. As you may know, Sir Graham, I am pretty quick on my feet, and sometimes it feels like I could beat the train. I think we can do better than 50 miles in 69 minutes. The hub would also benefit links to the midlands’ two international airports, and to the south-west and south Wales, allowing for an additional 36 freight paths a day, carrying £22 billion of goods every year. That is a really sensible package of ideas and, again, I am interested in the Minister’s reflections.

Finally, when I am on my feet, I never miss an opportunity to talk about light rail. I am a proud Nottinghamian, so I punt for light rail at every opportunity. We are really proud of our tram system. We are proud that we are the least car-dependent city in the country outside London and that we have the best public transport outside London, but there is potential for us to go further, and it would be really positive to expand our network. Similarly, East Midlands airport is a key part of our local economy, but it is hard to get to from East Midlands Parkway, and local roads are snarled up with associated traffic. A light rail link could be the perfect solution.

We have talked a little about the past, but I want to focus on the future. In the east midlands we are practical and pragmatic. We are a can-do region, and that is reflected in Government statistics for employment growth and new business start-ups, but we can do much more. We want to work with the Government to boost investment in key rail and other transport projects that will release economic growth, to not just our own benefit, but that of the county as a whole.

Nuclear Safeguards Bill

Debate between Ben Bradley and Alex Norris

3rd reading: House of Commons & Report stage: House of Commons
Tuesday 23rd January 2018 Commons Chamber

[Ben Bradley]

I do not know the hon. Gentleman’s background, but I guess, by the sounds of it, it probably is not business.

We cannot fix the plan for withdrawal and implementation in stone now. The Labour party wants to build into the Bill a clause saying that the Bill is contingency only. Our relationship with Euratom is subject to negotiation. No one has written anything off. We want a positive relationship, but we might have to develop and rely on our own framework, and the work to put it in place needs to happen now. An amendment to say that the Bill is merely a contingency would achieve the opposite of its intention by reducing impetus and leading to delays in the process of getting our safeguards in place, which is only bad for the industry and for all the things the hon. Member for Southampton, Test (Dr Whitehead) tried to raise.

That is why I oppose new clause 1, and I hope to speak later about my support for the Bill more broadly.

[Alex Norris]

I enjoyed serving on the Public Bill Committee, and I rise to speak in support of new clauses 1 and 2, and amendment 3.

On new clause 1, while I have slightly buried the lead by referencing this earlier, it needs full consideration in this place. Members need to know the judgment of Dr Golshan, who is responsible at the ONR for recreating Euratom in this country:

“Our aim, currently, is to have a system in place that enables the UK to fulfil its international obligations by March 2019, which is when we intend to leave Euratom. I have been very clear in the past—I will repeat it here—that we will not be able to replicate Euratom standards on day one.”––[Official Report, Nuclear Safeguards Public Bill Committee, 31 October 2017; c. 7, Q9.]

Members should reflect on that, whatever the political knockabout, because it makes a compelling case for a transition period. Otherwise we will be saying that our nuclear safeguards regime should not be as good as it is today, and I have not heard anyone suggesting that—I do not believe that it would be tolerable.

A week is a long time in politics, and three months is a lifetime in the Brexit process—perhaps it just feels like that—but over that period we have seen the Government move on this point. Conservative Members asked how we can talk about this hypothetical idea. Well, the Secretary of State for Business, Energy and Industrial Strategy himself said less than two weeks ago that the Government want Euratom to be involved in the implementation period. Now is the time to make good on that.

In a similar vein, on new clause 2, if I had £1 for every time someone mentioned in Committee that this is a contingency Bill, I would be able to meet the Foreign Secretary’s new financial commitment to the NHS. The Under-Secretary of State for Business, Energy and Industrial Strategy, the hon. Member for Watford (Richard Harrington), would be a particularly significant donor, having mentioned that many times.

If this is a contingency Bill, we really should say what it is contingent on, and we should say that in the Bill. Otherwise it is not a contingency Bill, but a Bill that will be law until the Minister decides on the 19.52 train home that it is not law any more. That is not a satisfactory way to legislate.

Finally, on amendment 3, one issue that has developed since Second Reading is whether we actually have to do any of this. Ministers clearly said on Second Reading that leaving Euratom is legally necessary as part of leaving the EU. We tested that in Committee. I asked two senior lawyers in this area, Jonathan Leech and Rupert Cowan from Prospect Law, whether triggering article 50 necessitates leaving Euratom and if they would have advised the Government to follow this path. To the first question they answered “No” and “Absolutely not” respectively. Jonathan Leech’s answer to the second question was:

“The advice would be that you do not have to accept this and it may not be in your interests to do so.”––[Official Report, Nuclear Safeguards Public Bill Committee, 31 October 2017; c. 12, Q23.]

That is significant, and it is a departure from where we were on Second Reading.

I represent a leave constituency, and I am always mindful of that when dealing with anything relating to Brexit. I have spent a lot of time knocking on doors and have heard every conceivable argument for remaining or leaving. Funnily enough, I never heard the argument—I suspect no one in this Chamber did—that our membership of Euratom is undesirable, or that there is a desire for a diminution of our nuclear safeguards regime. There is not much of a case for doing this if we do not have to. If we are doing it only because of an arbitrary red line drawn up in Downing Street that we could cross while still delivering Brexit, we are fools to do so. Either way, as amendment 3 states, Ministers ought to come to this place to justify their approach, because once again this is not a decision for the 19.52 train.

Lots of work has gone into the Bill and I have enjoyed participating in its consideration. I believe that we should all support the Opposition proposals, because they would make the Bill better and then we might not need it at all.

Nuclear Safeguards Bill (First sitting)

Debate between Ben Bradley and Alex Norris

Committee Debate: 1st sitting: House of Commons
Tuesday 31st October 2017 Public Bill Committees

[Alex Norris (Nottingham North) (Lab/Co-op)]

Q Dr Golshan, you have mentioned the sort of headcount you will need for inspectors. What is your current total establishment, and by how much do you think you will need to grow?

Dr Golshan: We have a small project team that helps us deliver this function. I have a project manager and a project lead, and we have interactions with our human resources department and our IT department, which in itself is a small group. We need to grow this project team in the first instance to enable the project to deliver and go forward. All in all, we have five key people in the project team—project manager, delivery lead, policy lead, myself and a subject matter expert—and the team overall has links with the HR department and so on, as I described. We will need to grow this project team to help us deliver when we come to 29 March 2019, and we are in the process of doing so.

[Ben Bradley (Mansfield) (Con)]

Q Can you tell us a bit about the ONR’s track record of delivering new regulation previously? Do you feel that you have the right relationships within the industry to deliver this new programme?

Dr Golshan: It is fair to say that this is unprecedented territory for us as far as the size of the job is concerned. In the past we have not had to establish a new function from afresh to this extent, but we have got experience of setting out and working with officials from the Department for Business, Energy and Industrial Strategy—and previously the Department for Energy and Climate Change—to bring forward new regulation.

We are working closely with officials at the Department for Business, Energy and Industrial Strategy and we have engaged with the industry—I have had a number of meetings with the industry. We are explaining what we are doing, how far we have gone down this route and what there is left to do. We are working with all our stakeholders to make a success of this.