Grahame Morris MP: speeches

Speeches

• 12 Feb 2026 · Rail Transport and Economic Growth · Hansard source

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  My east Durham constituency has long suffered from poor rail connectivity, which limits access to job, education and training opportunities, yet published evidence from the Rail Delivery Group and Oxford Economics shows that increasing rail frequency and capacity can boost productivity and attract investment. I welcome the Government’s commitment to an integrated national transport strategy and to driving regional growth, but will Ministers please do all they can to encourage Northern to improve the frequency of rail services in my east Durham constituency?

• 12 Feb 2026 · Rail Transport and Economic Growth · Hansard source

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  7. What steps she is taking to help ensure that the rail transport system supports economic growth.

• 2 Feb 2026 · High Speed Rail (Crewe - Manchester) Bill · Hansard source

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  Thank you very much, Madam Deputy Speaker, for calling me to speak in what I believe is a really important debate. I am delighted to support the Government’s motions, as we continue to invest in and transform our rail network after decades of hollow promises and mismanagement under the Conservatives. The Bill will allow the Government the powers necessary to deliver on Northern Powerhouse Rail, therefore supporting our economy, creating better jobs, delivering new and much-needed opportunities right across the north-west of England. As a frequent user of rail services in the north of England, it is important to me and my constituents that the Government continue to focus on building capacity, reliability and resilience on one of the busiest rail corridors in the country. The importance of our rail network and infrastructure cannot be overstated. Indeed, its success will have a direct impact on economic growth and productivity. I take the point about the need for or desirability of cross-party consensus, particularly when looking at such large infrastructure projects. On 14 January, the Government announced that Northern Powerhouse Rail represented the biggest investment in rail connectivity in the north for a generation—some £45 billion. More generally, I am pleased that the Government are looking at the three-phase approach. Its sequencing will ensure that our communities benefit as soon as possible. I note that in phase 1—beyond the scope of the Committee—in my own region in the north-east, work on the business case for the Leamside line is to be taken forward. This is a vital project for connectivity, creating new transport links and promoting wider access to the wider regional and national rail network. I also welcome the proposed upgrades to the lines east of the Pennines, focusing on electrification, an issue that was of great interest and importance during my time as a member of the Transport Committee. I am pleased by the Government’s overall scale of ambition and real focus on regional rail services. The Bill represents an opportunity for new rail investment and infrastructure, delivering new stations and routes as well as major regeneration projects, leveraging private sector investment and creating better links across the north-west—not only north-south, but east-west. After many years of raised hopes, will my right hon. Friend the Secretary of State assure the House that the Bill is the most effective means of delivering Northern Powerhouse Rail without any unnecessary delay? This is just a thought, Madam Deputy Speaker, but I have been here a little while now and I have served on a number of Joint Committees, mostly pre-legislative Committees, with Members of the House of Lords. The hon. Member for Strangford (Jim Shannon) raised valid concerns about representations from the National Farmers Union and others in respect of the route. However, my experience, having served for a number of years on the previous Bill Committee, is that a hybrid Bill Committee, which this Parliament has adopted not just for HS2 but previously, is a very, very onerous and time-consuming method. It makes vast fortunes for the bureaucracy, the lawyers and the lobbyists. Then the whole process has to be repeated in the House of Lords. I just wonder—it is beyond my pay grade, Madam Deputy Speaker—whether someone further up the tree might give that some thought. A couple of years ago, Members of the Transport Committee had the opportunity to go to Japan for five days. We saw the Shinkansen, the high-speed bullet train. The Bill for that was passed in the Japanese Parliament, the National Diet, in 1959, and was constructed by 1964, in time for the Tokyo Olympics. We cannot say that Japan is not a democracy, or that the country does not have problems of topography, earthquakes and so on, because it is and it does. There is a method that does not take 10 or 15 years. We are approaching a period of transformational change in public transport, on the railways in particular. Increased capacity and an improved role for freight in taking heavy goods vehicles off our road network is really important. I fully support today’s motions to carry the Bill beyond the end of this parliamentary Session and to establish the Bill’s Select Committee, so we can get Northern Powerhouse Rail charging full steam ahead.

• 9 Dec 2025 · Railways Bill · Hansard source

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  I refer the House to my entry in the Register of Members’ Financial Interests and declare an interest as vice-chair of the RMT parliamentary group. I am delighted in particular to follow my hon. Friends the Members for Salford (Rebecca Long Bailey) and for Stourbridge (Cat Eccles). I will make some similar points, which I hope the Minister will address either in his closing speech or perhaps in Committee. I am delighted that this Labour Government have placed the transformation of our railways, bringing track and train back together, at the forefront of their agenda for change. I will mention four points: workforce; rolling stock leasing companies; rail freight; and track capacity. On the workforce, as colleagues have said, our railway workers are the backbone of the industry. They drive the trains, maintain the tracks and keep the stations and carriages clean. Some 150,000 rail workers keep the network running smoothly and safely every single day. Will my hon. Friend the Minister provide greater clarity on the intended structure of GBR and shed some light on why the Bill makes no reference to the employment of rail staff? That is causing great uncertainty among the workforce. I refer to concerns raised by the Public and Commercial Services Union regarding 225 of its members at the Department for Transport, who are due to be transferred to the subsidiary company DFT Operator Ltd by 31 March 2026—coincidentally, the target date for departmental headcount reductions. In addition to the risk of job losses and the consequential loss of experience and expertise, which could hamper delivery of the rail reforms, those staff will lose their civil service status and may well face poorer terms and conditions. The funding arrangements for the new company are still unclear. The transfer appears to run counter to Labour’s commitment to the biggest wave of insourcing in a generation. Insourcing, ensuring that workers are kept in-house and cutting out private sector profiteering is a great aim, and the Bill is a step towards that. I would like to see the Government look more closely in the Bill at how we can entirely cut out profiteering from the railways and at how we can procure our own rolling stock, making changes to end excessive profiteering by ROSCOs. It would really be sensible for GBR to establish its own rolling stock company, ordering and owning its own rolling stock, taking advantage of low Government borrowing rates. That is what we should be striving for. In the short term, the RMT is calling for a profits levy on the ROSCOs. A 50% levy on pre-tax profits would raise £116 million a year in funds that could be used for much needed upgrades. I want to highlight the enormous opportunity in rail freight, which often gets overlooked, particularly in my constituency at the port of Seaham, which is ideally placed to seek efficient, reliable routes to move goods in and out of the region. We have only one freight train a week coming in to Seaham. I therefore welcome that the Bill requires the Secretary of State to set a target for rail freight growth and place duties on GBR, Ministers and the ORR to promote it. A single dedicated rail freight business unit operating within GBR and working with rail freight businesses would, however, be an even more effective driver of long-term growth, integrated with, rather than competing with, the passenger railway. I hope that the Secretary of State will examine the benefits of such an approach.

• 10 Sept 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  I declare an interest as a member of the RMT and Unite parliamentary groups, and I refer Members to my entry in the Register of Members’ Financial Interests. I thank the RMT for its support in scrutinising the Bill. With thousands of members working in the bus sector across England, it is uniquely placed to contribute its expertise. The context is stark. In 2024 there were 76 million fewer bus journeys in the north-east compared with 2010—a fall of more than a third. That decline is not just a statistic; it represents missed shifts, social isolation and communities cut off from opportunity. I place on record that I support the Bill, but I will speak to the four amendments that stand in my name—new clauses 25, 26, 27 and 35—and voice my support for new clause 45. New clause 27 would create a national bus forum with representatives from the Government, local transport authorities, operators and trade unions. Deregulation has left the sector fragmented, making it hard to tackle challenges, such as recruitment, retention, skills and safety, in a coherent way. The Transport Committee’s 2018 inquiry into the health of the bus market, undertaken when I was a member of the Committee, recommended that the Government’s strategy be “underpinned by a national forum” to share information on service improvement, workforce issues and safety. The National Audit Office echoed that, urging the Department for Transport to use the bus centre of excellence to collate and share best practice. A national forum would provide that structure and oversight. However, national oversight alone is not enough. New clause 25 would require all local transport authorities introducing franchising to establish a joint forum with unions and operators. The Government said that they expect LTAs to engage with unions, although expectation is not a guarantee. However, leaving this as an “expectation” will not guarantee meaningful engagement everywhere. As we heard from my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), there are inconsistencies, including in the Tees Valley. Some LTAs are experienced in working constructively with unions, but others are not. A statutory requirement would ensure consistent and meaningful engagement everywhere. New clauses 26 and 35 address enhanced partnerships. Many local transport authorities will opt for enhanced partnerships instead of franchising, and that is a matter for them. At present, stakeholder forums must include passengers, businesses and neighbouring authorities, but unions are not listed. I respectfully say to the Minister that if the aim of stakeholder forums is to involve those most directly affected, then surely the workforce cannot be excluded. New clauses 26 and 35 would remedy that by requiring trade union participation in every enhanced partnership forum. I support new clause 45, tabled by my hon. Friend the Member for Heywood and Middleton North (Mrs Blundell), which would establish a legal duty on councils to provide a minimum level of night-time bus services to local employment centres, ensuring that workers such as nurses, hospitality staff and factory employees can get home safely. This is particularly important for women, given that more than one in four will experience some sort of sexual assault in their lifetime. Night-time buses are a matter not just of convenience, but of safety. Taken together, new clauses 25, 27, 26 and 35 form a coherent package—national oversight and best practice matched by consistent workforce engagement at local level. Alongside new clause 45, these new clauses demonstrate what this Bill should achieve: a bus system that is accountable, safe and responsive to the needs of both passengers and staff. If the Government cannot accept them, I urge the Minister to commit instead to addressing these matters through guidance or a code of practice, and to meet the trade unions and stakeholders to decide how that might be achieved. The Bill represents an opportunity to reshape bus services for the better, but that opportunity will be wasted if we repeat the mistakes of deregulation, fragmentation, inconsistency and sidelining the workforce. These new clauses are about making sure that this time we get it right.