Keir Mather MP: speeches

Speeches

• 10 Jun 2026 · Railways Bill · Hansard source

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  The right hon. Lady is right to say that I am well aware of the specific measure that she speaks to. Having the relationship between GBR, the mayors and political representatives in Westminster, such as herself, is critical, and it is part of the purpose of GBR to better facilitate those conversations. I am sure that, through its establishment, she can take forward the debate on this particular matter with her usual passion.

• 10 Jun 2026 · Railways Bill · Hansard source

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  We certainly hope that it will. On the specific issues that my hon. Friend raises, will he consider writing to either myself or the Rail Minister so that we can think about how we can better integrate those live concerns about people suffering from mental health crises and how we might better protect them on our railway? That is an incredibly important point. Just to conclude—

• 9 Jun 2026 · Draft Airports Slot Allocation (Alleviation of Usage Requirements) Regulations 2026 · Hansard source

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  I thank the shadow Minister, the hon. Member for Broadland and Fakenham, and the Lib Dem spokesperson, the hon. Member for Sutton and Cheam, for their remarks. I will deal with each point they raised in turn. First, on the question about timing asked by the hon. Member for Broadland and Fakenham, I confirm that the slot alleviation measures will be extended to winter 2026. I find his link to broader questions on the refining sector admirably creative, but I am not sure that they have a direct bearing on the measures that we are considering. Our domestic refineries are still able to produce kerosene and jet fuel to a solid and viable extent. I remind him that we are not passing these measures directly in response to a shortage of jet fuel, but to pre-empt any future shortages that may arise, even though we believe that the supply is currently as it should be. I also remind the hon. Member that we implemented a similar pre-emptive framework during the covid-19 pandemic to deal with similar disruption. This is a measured approach to be able to manage any potential fluctuations in supply as they occur. The hon. Members for Broadland and Fakenham and for Sutton and Cheam are right to point to the concerns raised by airports through the consultation and to consumer protections for the travelling public. I will address both of those points together. We very much recognise airports’ concerns about the potential impacts. That is why these measures are strictly temporary, limited in scope and affect only a small proportion of slots—up to 10%. The hon. Member for Sutton and Cheam pointed to the fact that a lot of airlines thought that the figure should be higher. The Government took a different view to make sure that the impact on the airports sector is contained. Allowing these regulations to reallocate slots that are handed back ensures that airport capacity is not wasted. That provides flexibility for airlines while ensuring that we have efficient use of airport infrastructure. We believe that 10% strikes the right balance. On passenger protections, airlines are required to provide passengers with at least 14 days’ notice of any flight cancellations, but that is not the intention of this policy. It is designed so that airlines have a longer lead-in time to be able to see where potential disruption might lie, and to be able to reallocate those slots efficiently to protect the travelling public and ultimately give them more security and better forewarning about disruption, where it may occur. Where UK law applies, if a flight is cancelled by the airline, passengers are entitled to a choice between a full refund or being re-routed under comparable transport conditions to their final destination at no extra cost. The shadow Minister asked why winter, and why the measures do not extend just to the summer. There is an important point about using the retained EU law functions that we have now to ensure that we have a long-term approach to managing disruption across the rest of the year. As he pointed out, measures in the Civil Aviation (Consumer Protection and Regulatory Reform) Bill will provide us with greater flexibility on slot reform, which we can use going forward. On the Lib Dem spokesperson’s points on JNUS—I have never said JNUS out loud before—the justified non-utilisation of slots is triggered when a fuel shortage is materially occurring. The regulations give us a forward look that allows us to build in contingencies well in advance, and not just when a fuel shortage reaches its bite point. That is why a longer-term approach is necessary, but he is right to hold my feet to the fire.

• 9 Jun 2026 · Draft Airports Slot Allocation (Alleviation of Usage Requirements) Regulations 2026 · Hansard source

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  I beg to move, That the Committee has considered the draft Airports Slot Allocation (Alleviation of Usage Requirements) Regulations 2026. It is a pleasure to serve under your chairship, Ms Lewell. Airport slots are permissions that allow airlines to take off and land at specific dates and times. They are a valuable resource at capacity-strained airports. The UK currently has nine such airports: the main five London airports as well as Birmingham, Bristol, Leeds Bradford and Manchester. The regulations are deemed necessary in the context of the ongoing conflict in the middle east, which continues to create disruption and uncertainty for the aviation sector. The Government have therefore designed a slots hand-back measure for the summer and winter 2026 seasons that allows airlines to return a proportion of their slots without losing the right to the same slots the following year. The regulations provide flexibility to manage genuine operational challenges and reduce the risk of last-minute cancellations. The ongoing conflict in the middle east has created significant disruption to aviation. Airlines face longer flight paths, increased fuel costs and in some cases shifting passenger demand, particularly on routes affected by regional instability. Those developments remain unpredictable and continue to place pressure on the aviation sector. These pressures are outside the control of airlines but nevertheless affect their ability to operate as planned. Without intervention, airlines would not be able to respond effectively to known risks to their operations, and passengers could face last-minute cancellations and disruption at departure gates. The regulations respond directly to that uncertainty by providing limited, targeted flexibility while maintaining the overall integrity of the slot allocation system. The regulations allow airlines to hand back up to 10% of their allocated slots at slot co-ordinated airports across the United Kingdom. Those are the UK’s busiest and most capacity-constrained airports, where demand for take-off and landing times exceeds available capacity. Airlines will be able to hand back slots without losing their historical entitlement to those same slots in the following equivalent season. The 10% flexibility is split into two stages. Airlines may return up to 5% of their slots by a specified date in each season and a further 5% throughout the remainder of the season. To return slots under the regulations, airlines must give passengers at least 14 days’ notice if a flight is cancelled. This approach strikes a careful balance: it provides airlines with flexibility to adjust schedules in response to the impacts of the conflict in the middle east, while keeping passenger protections at the forefront. Importantly, the measure is strictly time-limited. The draft instrument applies to England, Scotland and Wales. Airports are a devolved matter in relation to Northern Ireland, and there are currently no slot co-ordinated airports in Scotland, Wales or Northern Ireland. The Government are grateful to the Secondary Legislation Scrutiny Committee for its careful consideration of this instrument. It raised some comments that I will briefly address. The 10% hand-back provision was consulted on and a range of views were received. Although many airlines argued for a higher threshold, no substantive evidence was provided. Ministers therefore concluded that 10% represents an appropriate and proportionate balance supported by the available evidence. On passenger impact, the 14-day notice period aligns with previous slot alleviation measures. Where airlines return slots, passengers are protected under UK law and are entitled to a refund or re-routing. Wider rights, including compensation in some cases, are set out in aviation consumer protection rules. The existing justified non-utilisation of slots regime is reactive and does not support forward planning, increasing the risk of late cancellations, but this measure addresses that gap. On the final points that were raised, the Government continue to monitor fuel supply closely and engage with industry, with UK airlines reporting no current shortages. The powers underpinning this instrument expire on 23 June 2026 under the Retained EU Law (Revocation and Reform) Act 2023. Replacement powers are being sought through the Civil Aviation (Consumer Protection and Regulatory Reform) Bill and any future use will depend on prevailing circumstances. The Joint Committee on Statutory Instruments considered the regulation informally through the pre-laying scrutiny period. It will be considered by the Committee this Wednesday, and we are not expecting concerns to be raised. The policy intent behind the measures is clear: to support a resilient aviation sector while protecting passengers and the environment. The regulations reduce the risk of unnecessary flights and remove the pressure to operate services purely to retain slots. They also help to protect connectivity, as airport slots underpin route networks built up over many years. Allowing airlines to retain their historical rights despite temporary disruption ensures that those connections can be restored when conditions stabilise. Finally, they support the financial stability of airlines. Without these measures, airlines could be forced to operate loss-making flights or risk losing valuable slots, neither of which would be beneficial for the sector or for passengers. I therefore commend the instrument to the Committee.

• 9 Jun 2026 · Draft Airports Slot Allocation (Alleviation of Usage Requirements) Regulations 2026 · Hansard source

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  The Lib Dem spokesperson makes a valid point. The data shows that a lot of the cancellations we have seen, which so far have not been above average for UK aviation, have arisen to a large extent from people re-routing away from the middle east. We would expect these measures to be used only when disruption occurs directly in relation to fuel, but he is right to say that the Government need a proactive approach to monitoring hand-backs and how they are used. We will of course do that through consultation with industry stakeholders, such as airlines and AirportsUK. We will certainly keep a close watch on the implementation of the measures and make sure that that is done in the interests of the travelling public. The regulations represent a practical and proportionate response to a period of uncertainty for the aviation sector. They protect passengers by enabling greater certainty and earlier communication. They will support airlines in maintaining viable and realistic schedules and will help to ensure that scarce airport capacity is used efficiently and responsibly. Above all, they demonstrate a forward-looking approach, acting early to prevent disruption rather than responding reactively. I hope that the Committee has found my answers informative and that it will join me in supporting this instrument. Question put.

• 9 Jun 2026 · Draft Airports Slot Allocation (Alleviation of Usage Requirements) Regulations 2026 · Hansard source

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  Winter 2026.

• 19 May 2026 · Draft Merchant Shipping (Port State Control) Regulations 2026 · Hansard source

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  I beg to move, That the Committee has considered the draft Merchant Shipping (Port State Control) Regulations 2026. It is a pleasure to serve under your chairmanship, Sir Desmond. The draft regulations were laid before the House on 2 March 2026. The United Kingdom was a founding signatory to the Paris memorandum of understanding in 1982 and a member of its predecessor since the late 1970s. The Paris MOU is a well-established international framework for inspecting foreign ships that call at member states’ ports, ensuring that international standards that reduce risks to health, safety and the environment are met. This is known as port state control. It formalises intelligence sharing on substandard ships and issues, and it adds weight to enforcement action taken by the United Kingdom by also impacting those vessels internationally. The purpose of the draft regulations is to replace the existing 2011 regulations, which currently give effect to the Paris MOU requirements in UK law. The new regulations contain an expanded list of conventions against which inspections are undertaken to include those to which the UK has become a party since the 2011 regulations were written. Those conventions have separate effect in UK law but are now referenced in the draft regulations in order to ensure that the legislative framework for undertaking port state control inspections is up to date. The draft regulations also remove references to EU legislation and instead reference the Paris MOU directly. The 2011 regulations were made partly using powers in the European Communities Act 1972. The draft regulations are made using powers in the Merchant Shipping Act 1995 and, to the extent necessary, Retained EU Law (Revocation and Reform) Act 2023 powers. The Paris MOU uses a risk-based scheme for targeting visiting ships for inspection and includes powers to exclude from ports ships that are persistently substandard. The UK’s participation in the port state control regime is an obligation of the UK under the Paris MOU, and it is also a valuable defence against substandard ships visiting UK ports. Before the regulations were laid in draft, they were sent to the Joint Committee on Statutory Instruments for informal pre-laying scrutiny. The JCSI has noted the regulations but provided no further comments. The Secondary Legislation Scrutiny Committee has not drawn this instrument to the attention of the House. There remains little else to say, other than that I have set out the purpose and scope of the draft regulations, which revoke, replace and update the 2011 regulations. The draft regulations will continue to uphold the UK’s commitments to international standards. I commend them to the Committee.

• 19 May 2026 · Draft Merchant Shipping (Port State Control) Regulations 2026 · Hansard source

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  I thank the shadow Minister both for his support for the measures and for his concern for my welfare over the last few weeks. To quote one of the five Prime Ministers who graced these halls during the 14 years of chaos and disarray under the Conservative party, he is right to say, in relation to the draft regulations, that “nothing has changed.” He is right to push me further on additional regulatory improvements that can ease doing business for UK shipping companies and seafarers. I am unashamedly ambitious to grow the UK flag to make this country a more attractive place for shipping firms to do business, and I am glad that he will be holding my feet to the fire as we attempt to do so. The shadow Minister is also right that we must retain the UK’s fantastic reputation for safety and compliance with international obligations, without imposing onerous costs on businesses. He also points to the critical issue of the supply of marine fuel. I reassure him that it was a consistent theme during my week in Singapore for Maritime Week, in my engagement with shipping companies that have large interests in UK maritime and with other Government stakeholders. It is something that teams in the Department for Transport keep under constant review, in collaboration with industry, and we will keep a close watch on developments in the strait of Hormuz in relation to the critical issue of the bunkering of marine fuels. I thank the Lib Dem spokesperson, the hon. Member for Didcot and Wantage, for his comments on international co-operation. I am proud that the United Kingdom hosts the International Maritime Organisation, through which we continue to pursue innovative work towards achieving a net zero framework and ambitious measures on safety, innovation and business-supporting regulation. I am glad that he supports us in those efforts. I also thank the hon. Member for Isle of Wight East for consistently raising the critical issue of ferry connectivity for his constituents. I am happy to engage with him further on the ETS and the impact that it may or may not have, especially with regard to the tonnage implications of new hybridised ferries procured on the Isle of Wight. I know he is concerned about that, and I am happy to take those conversations forward. I thank hon. Members for their consideration of the draft regulations. I hope I have fully answered all the points raised, and that they agree with me that the objective of the draft regulations—to update merchant shipping legislation to ensure it is operable and effective going forward—is highly desirable. I commend the draft regulations to the Committee. Question put and agreed to.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  I would be very pleased to engage with the hon. Member and, perhaps through him, with the community groups that he points to. It is important to say that the ANPS review will consider the elements of the existing ANPS that relate to surface access proposals. That includes mode share targets and measures to minimise and mitigate the effects of expansion on existing surface access arrangements. I would be happy to speak about that with him and his constituents.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  I am grateful for the opportunity to respond to this incredibly important debate, and I thank the Members in attendance, in particular the hon. Member for Richmond Park (Sarah Olney) for securing the debate. We have engaged on this topic before, and I would welcome any further engagement in the build-up to and following the publication of the draft amended ANPS.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  My hon. Friend makes a fair challenge. He is right to say that the ANPS review and the consultation on it is an opportunity for us to look at some of these questions again and to consider how, with Heathrow continuing to offer its unique opportunity to the United Kingdom’s economy as our only international hub airport, we can facilitate better access for the communities surrounding it, both for the economic opportunities for employment and for people across the United Kingdom to fly and enjoy holidays with their families. He raises an important matter.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  I will give way briefly, and then I will make some progress.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  Fortunately, Madam Deputy Speaker—come on! The hon. Member is right to say that the economic activity and jobs created by Heathrow airport are dependent on international supply chains, and I know his constituents will be looking with concern at what is happening in the middle east. The Department for Transport is engaging very closely with both our refineries and the aviation sector to ensure we have security of aviation fuel supply. That work is ongoing, and we are confident that, working closely with those stakeholders, we can ensure that the impacts of the crisis in the middle east are sufficiently mitigated. I know how important that will be to his constituents. Capacity constraints are hindering further growth in our aviation sector. Heathrow airport, as the UK’s busiest airport and only hub airport, plays a critical role in enabling international connectivity for both passengers and freight: 73% of UK long-haul flights go from Heathrow and 72% of UK international air freight by value goes through the airport. The decision about a third runway at Heathrow has been ducked and delayed for decades, which has resulted in the capacity of the UK’s only hub airport being constrained. That has had a material impact on Heathrow, with the airport operating at over 95% capacity for most of the past two decades. Our ambition, as set out by the Chancellor, is clear: it is to enable delivery of an operational third runway at Heathrow by 2035. Better connections and a third runway have the potential to boost the UK economy and support thousands of jobs. Businesses, and business groups such as the Federation of Small Businesses, the British Chambers of Commerce and regional chambers across the country, are clear in their support for Heathrow expansion, as are major trade unions. The Government have been clear that any Heathrow expansion proposal needs to demonstrate that it can contribute to economic growth, be delivered in line with the UK’s legally binding climate change commitments and meet strict environmental requirements on air quality and noise pollution. As hon. Members will be aware, last October my right hon. Friend the Secretary of State for Transport announced that the ANPS, which is the Government’s policy framework for additional runway capacity at Heathrow airport, would be reviewed to reflect changes in legislation, policy and data, and to ensure that any proposed scheme meets the Government’s four tests—on economic growth, climate change, air quality and noise—for expansion at Heathrow. The ANPS provides the basis for decision making on granting development consent for a new runway. Any scheme must be delivered in line with the UK’s legal, climate and environmental obligations. In November, the Government announced that the north-west runway scheme, put forward by Heathrow Airport Ltd, will be used to inform the review of the ANPS. However, once the Government have reviewed the ANPS, and depending on the outcome of the review, any applicant, also known as a promoter, can submit a proposal through the development consent order process. It is for scheme promoters to decide when to submit any DCO application for a third runway scheme, and any promoter may submit a proposal for development consent. It is at that stage of the planning process when the precise impact of Heathrow would be considered. Any DCO application to build a third runway would go through a strict and independent process. It would be examined by the Planning Inspectorate. The Secretary of State for Transport would then make a final decision on whether to grant consent.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  I thank the hon. Member for his intervention. If he does not mind my saying so, I think he may have a slightly over-inflated expectation of my powers as a junior Minister in the Department for Transport to compel a change in Heathrow airport’s ownership structure. What I am pleased to say is that there is broad support for the principle of expansion, irrespective of the fact that the Government have set this as a key priority to generate growth and prosperity in the United Kingdom. I will certainly take his suggestion on board, but I am pleased to say that I think the onus is there to ensure that the project is realised, irrespective of the ownership model that may exist. To turn back briefly to the DCO process, the Government are working at pace to ensure that the ANPS constitutes a robust framework under which any successful promoter must meet the four tests and the requirements under the Planning Act 2008—a position we have consistently maintained since the Government’s initial announcement in support of expansion last year. I would like to touch on some of the general points raised during the debate on the potential impact of Heathrow expansion, but two small points of detail were originally raised that I would like to address first. First, on the introduction of a civil aviation Bill, the Civil Aviation (Consumer Protection and Regulatory Reform) Bill is a Lords Bill and I am pleased to confirm that it was introduced today. Secondly, on the principle of night flights, the hon. Member for Richmond Park will know that the current night flight restrictions at Heathrow are in place until 2028, but we intend to consult next year on proposals for the period that follows. Although the ANPS review is ongoing and limits what can be said in detail at this stage, I want to reassure the House that both Parliament and constituents will have the formal opportunity to engage when the amended draft ANPS is published for consultation and undergoes parliamentary scrutiny. Heathrow expansion is a private sector project and the Government have been clear that it must be privately financed. Taxpayers will not bear the cost of expansion. The Government are working with the Civil Aviation Authority to ensure that flying out of Heathrow will be affordable and that any increases to fares during expansion are minimised. Protecting the interests of consumers is the CAA’s priority and keeping costs affordable will always be a part of the CAA’s considerations.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  As part of the ANPS process, we are going to consider the Government’s strategic objectives for surface access, including public transport mode share targets. Any expansion at Heathrow will be tested against the public transport mode share targets set out in the ANPS, and rail will form an important part of those considerations. I would be happy to have further conversations with my hon. Friend about how his constituents may be affected by any expansion and mitigations in that space, although I do not wish to pre-empt any of the outcomes of the ANPS review. Heathrow expansion and, in turn, a third runway at Heathrow airport would have a transformative impact. It is essential, as hon. Members have outlined, that the Government get this process right, taking full account of all views and ensuring adequate and full scrutiny. The Government recognise that air connectivity plays a vital role in supporting economic growth across the country, with the air transport and aerospace sectors contributing £23 billion to our GDP and 240,000 jobs across the United Kingdom in 2023.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  If the hon. Gentleman would like to write to me setting out the terms of his invitation, I would be very grateful and happy to consider them. It would be great to visit his constituency. As His Majesty noted yesterday, the Government are bringing forward the civil aviation Bill, which will ensure that the UK’s aviation sector remains competitive, resilient and fair so that it can continue to drive economic growth while delivering better outcomes for passengers. The Bill will also strengthen consumer rights and protections, promote economic growth and infrastructure provision and enhance aviation safety, supporting our world-leading aviation sector to continue thriving for decades to come. I thank all Members for their robust scrutiny, both of me and of the measures that underpin our review of the airports national policy statement and the principle of Heathrow expansion overall. On a serious note, I encourage them to engage with us further on these matters. I understand that they have a lot of questions to answer from concerned constituents who want an explanation of how best they can participate in the consultation process for the future of their local communities, so I encourage them to reach out to me. I would be happy to discuss this further to arrange it accordingly. I thank hon. Members for their contributions. Question put and agreed to.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  I thank the hon. Lady for her intervention. Once the ANPS is laid in Parliament, there is a 21 sitting day consideration period during which the House of Commons can resolve that a vote can be called on whether to approve the ANPS. There is also the important principle of Select Committee scrutiny. It is for the Liaison Committee, I believe, to determine which Committee is most appropriate to take forward Select Committee-level analysis of the implications of the ANPS, and to take oral evidence and so on. That process is all to come and will be folded into a robust process of parliamentary scrutiny that the Government fully support taking place through the Select Committee process. It is our view that expansion could inject billions into our economy, support thousands of apprenticeships, and strengthen Heathrow’s status as a global passenger and airfreight hub. It should also deliver major benefits for passengers, including reduced delays and, ultimately, lower fares when compared with a world where Heathrow does not expand. The Government have been clear that any Heathrow expansion needs to demonstrate that it can contribute to economic growth, and as part of the ANPS review the Department is developing analysis on the economic impacts of Heathrow expansion, the outcome of which will be published for consultation alongside the outcome of the ANPS review. On the matter of climate commitments, the Government are clear that Heathrow expansion must align with our climate obligations. That is something that the Government remain absolutely committed to. The increasing carbon emissions associated with Heathrow do not in themselves mean that airport expansion cannot take place; the important point is that the Government remain able to meet their carbon reduction targets in the round. Economy-wide net zero and carbon budgets mean that even if emissions rise in one area, such as aviation, they must be fully balanced by either further carbon savings or high-quality and permanent greenhouse gas removals elsewhere. The Government published their plan for delivering carbon budgets 4 to 6 on 29 October 2025, including on aviation, and we will be legislating for the carbon budget 7 target shortly. The current ANPS sets expectations on measures to mitigate the carbon impact of expansion at Heathrow, and those mitigations are being considered as part of the ANPS review. The hon. Member for Twickenham (Munira Wilson) mentioned commitments around noise, which are incredibly important. We recognise the concern among communities that a new runway has the potential to cause an increase in noise. The current ANPS provides clear requirements on noise mitigation that any scheme should meet. That includes a scheduled night flight ban of 6.5 hours, between the hours of 11 pm and 7 am, a runway alternation scheme that provides affected communities with predictable periods of respite, and a noise envelope with clear noise performance targets that we will review as part of the ANPS. On the two studies that the hon. Member for Twickenham referenced, I can confirm that they will be both be published shortly, and that hon. Members will be able to consider them fully alongside the ANPS process. There will be full transparency on the Government’s work to understand the impact of noise on both her constituents and people who live in proximity of airports across the country. We will consider those and other mitigations as part of the ANPS review. On a separate note, Heathrow expansion could also make it easier for aircraft to land without extensive holding patterns, bringing some noise and carbon benefits. The review of the ANPS will consider whether any change is required to the noise impacts and mitigations set out in the original document. The Government have consistently made it clear that air quality obligations must be met. The current ANPS sets out clear air quality requirements, and as part of the ongoing review of the ANPS we will consider whether any changes are required to the air quality impacts and mitigation measures contained within it. Turning to the important reference that my hon. Friend the Member for Bracknell (Peter Swallow) made to surface access, how people get to and from Heathrow airport is vitally important, and will be a key consideration as part of any plans for expansion. Plans must look to mitigate the impact on local and national transport networks. As part of the ANPS review we are considering the Government’s strategic objectives for surface access, including public transport mode share targets and measures to minimise and mitigate the effect of expansion on existing surface access arrangements. Any promoter that wants to deliver expansion will need to model the impact of expansion on roads around the airport, including the M25, as part of their application, and consult with National Highways on their plans. As I previously mentioned, Heathrow expansion will be financed through private funding. That includes surface access improvements necessary for the expanded airport, including potential rail links. To touch briefly on the matter of parliamentary scrutiny, it is imperative that we listen carefully to everyone’s views on this transformative and landmark piece of infrastructure. Its impact will be felt for decades to come, and it has the potential to unlock significant economic benefits that could be felt across the United Kingdom. However, we fully recognise that there will be communities who have understandable concerns about what this could mean for them, and that is why the Government are launching a formal consultation on the drafted ANPS by the summer.

• 15 Apr 2026 · Rail Prices: Contactless Payments · Hansard source

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  The hon. Lady is absolutely right to raise disruption of commuter services on behalf of her constituents. It links back to the point that our railways are meant to be catalysts for economic growth, which should be the case in Esher and Walton, as in any other part of the United Kingdom. I will make two separate points. First, if the hon. Lady writes to me specifically about the disruption being experienced in her constituency, I will ensure that she receives a full response about what the Department for Transport intends to do, working with the operator, to achieve changes. Secondly, if she feels that the ministerial correspondence that she received on ticketing, which she mentioned in her intervention on the hon. Member for Reigate, did not go quite far enough in giving her the information she needs, I will ensure that she receives a fuller response to that point, too. I thank her for raising that important point. Thanks to this Government, the price of travelcards will be frozen until March 2027, meaning that weekly and daily caps will remain unchanged from 2026. That will make a real difference for people who rely on pay-as-you-go travel in places such as Reigate, allowing them to reach their caps sooner and ensuring that the cost of their journeys does not rise significantly throughout the year. These decisions will put more money back into the pockets of working people and form part of our wider plans to bring the railway into public ownership, in order to create a simpler and more reliable network that delivers for passengers. The hon. Member for Reigate also highlighted the challenges that constituents face with transport connectivity more broadly. On securing reliable rail and bus connectivity, we recognise the concerns that exist and have a clear plan to address them by equipping major city regions with the tools they need to roll out locally ticketing that reflects local travel patterns. This will include a shared technology solution allowing for integrated pay-as-you-go with contactless across different transport modes. We will set out further details in due course, while of course taking into account the specific challenges that the hon. Lady raised. I assure the hon. Lady that the Government are firmly committed to improving the travel experience for her constituents and for passengers across the network. That means simplifying fares, making them more flexible to meet the needs of passengers, and delivering innovative solutions that fully realise the benefits of a truly modern transport network. I assure her that I have taken on board her specific points about the roll-out and will ensure that they are reflected through to the Rail Minister. I thank her for her contribution on this incredibly important topic. Question put and agreed to.

• 15 Apr 2026 · Rail Prices: Contactless Payments · Hansard source

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  It is a pleasure to serve under your chairship, Dr Allin-Khan, and to respond to this debate. I congratulate the hon. Member for Reigate (Rebecca Paul) on securing it, and I thank the hon. Members for Strangford (Jim Shannon), for Esher and Walton (Monica Harding), for Mid Bedfordshire (Blake Stephenson) and for Woking (Mr Forster) for their important contributions as we consider contactless payment roll-out at railway stations and its impact on ticket prices. I want to start by reassuring the hon. Member for Reigate that I listened carefully to the concerns she raised. I also want to thank her for the spirit of practicality and openness with which she has approached the implementation of contactless roll-out. Of course, the Department for Transport needs to take on board the concerns of constituents in Reigate and the other areas where contactless ticketing has been rolled out, to ensure that it does what the scheme is intended to do: provide a more seamless, integrated and easy-to-use ticketing experience for passengers. I have taken on board some of her specific points, especially on what can be done for her constituents in Reigate, and the concerns she raised about off-peak and the types of people who take those services, whether they are families visiting London or people relying on the social connections that the railway can bring. The DFT keeps implementation continuously under review. I will ensure that anomalies in the system such as those that the hon. Lady raised are passed through to the Rail Minister. Her point about guidance and communication is especially important. We want people to benefit from contactless roll-out, which means that they need to be fully informed about the implications of these changes. I thank her for raising those points in a spirit of practicality and openness. More broadly, I know that the hon. Lady is a determined advocate for her constituents. Like the Department for Transport, she understands that our railways are catalysts for cultural connection and economic growth, and I believe that her constituents in Reigate should be able to benefit from them to the same extent as those in every other part of the United Kingdom. She has mentioned the challenges people face due to limited transport connectivity, and I welcome the opportunity to respond in more detail to those concerns today. On the matter of expanding pay-as-you-go with contactless ticketing at Reigate station specifically, I appreciate how important flexible ticketing and payment options are for passengers and want to provide some information on the progress being made on the points that the hon. Lady raised. On 7 December last year, we introduced changes to paper fare pricing at 50 stations across the south-east in preparation for the launch of the pay-as-you-go ticketing system. A week later, on 14 December, pay-as-you-go was launched at 30 stations, including Reigate, enabling passengers to benefit from simpler, easier and more flexible ticketing. The introduction of new, simplified single-leg priced fares, like those already successfully implemented in London, means there is now just one peak and off-peak fare, with consistent restrictions across those services. Prices were adjusted so that a single ticket is around half the price of a return ticket, although I am cognisant of the anomalies that that has created, which the hon. Lady pointed out. The move to single-leg pricing unfortunately means that some passengers may pay more, and that is something that I will reflect to the Rail Minister, but it is important to note that, in return, it unlocks more flexibility, and other passengers may see a reduction in their ticket price. These changes apply not only to pay-as-you-go, but to paper ticket prices. We are already seeking to roll out this improved flexibility in pricing and ticketing beyond London and the south-east; we are now firmly in the delivery phase of launching pay-as-you-go to more than 90 stations in Greater Manchester and the west midlands. However, I take the point made by the hon. Members for Reigate and for Woking about the need to ensure that we learn the lessons of the roll-out as we bring it to more places, so that we can fully secure the benefits of a contactless system. Greater Manchester is already benefiting from new, simpler fares in advance of pay-as-you-go ticketing, and the west midlands will have full, integrated multimodal fares and ticketing from day one. Alongside that, we are testing other ticketing innovations through digital pay-as-you-go trials, three of which have gone live across the north and the midlands since September last year. They will help us to understand how best to deliver this new, innovative ticketing option, to meet the needs of passengers. The hon. Member for Reigate made a point about consistency of communications and a seamless experience for passengers. As we move towards delivering Great British Railways, our priority is to strike the right balance between affordability for passengers and taxpayers, to ensure that everyone gets a fair deal but also to run the railway in a more holistic way so that passengers get a consistent experience wherever they travel. GBR will enable more consistent ticketing practice across the network, ensuring that wherever people travel they can be confident that they are buying the right ticket and getting the best fare for their journey. We must also acknowledge the very real cost of living pressures that are facing many households, including in Reigate. Transport costs form a significant part of that mix, and we must balance the need to fund the railway through passenger revenue with the need to reduce the burden on taxpayers. For too long, passengers have endured relentless fare increases. Between 2010 and 2024, fares rose by around 60%, placing real pressure on hard-working families and commuters. This Government are committed to turning the page and in March we took the significant step of freezing regulated fares for the first time in 30 years. We are taking immediate action to ease the burden on passengers and to begin building, longer-term, a more affordable railway.

• 14 Apr 2026 · Draft Aviation Safety (Amendment) Regulations 2026 · Hansard source

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  I beg to move, That the Committee has considered the draft Aviation Safety (Amendment) Regulations 2026. It is a pleasure to serve under your chairship, Ms Lewell. The draft regulations were laid before the House on 24 February. The instrument has two objectives. First, it amends article 71 of the assimilated basic regulation to give the Civil Aviation Authority the flexibility to grant exemptions. Secondly, it removes an unused criminal sanction to allow twin-engine aircraft to operate over longer distances, in line with international best practice. Currently, the CAA may grant an exemption from the basic regulation implementing rules only under two scenarios: urgent unforeseeable circumstances and urgent operational needs. That requirement limits the CAA’s ability to support innovation and to allow exemptions that would enhance safety at regular and foreseeable events such as festivals. I am aware of the concern raised by the Transport Committee that this amendment to article 71 of the basic regulation represents a reduction in regulatory protection, but I can assure its members that the CAA has developed a robust framework to ensure that exemptions granted under article 71 will not degrade safety. Each request will be risk-assessed by the CAA’s aviation safety experts and granted only where no other regulatory alternative exists and safety is assured. Just because a request has been granted once, that will not set a precedent for future exemptions. The criteria for exemption are deliberately strict, maintaining existing requirements on aircraft noise, fuel venting and engine emissions, as well as ensuring that decisions do not create unreasonable or unsafe working conditions. That approach will enhance safety. For example, to facilitate the safe arrival and departure of large numbers of helicopters at events such as Royal Ascot and Formula 1 at Silverstone, the CAA currently recommends that a temporary air traffic control service is set up. However, full compliance with the existing legislation would be disproportionate to the service provision and the period of the event, as that legislation was developed with a permanent service in mind. Currently, because such an event is foreseeable, the CAA cannot grant exemptions, even though that would clearly enhance safety by enabling safer management of helicopter operations. The amendment will also support innovation. Currently, technological developments such as beyond visual line of sight drone flights in non-segregated airspace are hard to test, as they are considered neither urgent nor unforeseeable under existing regulations. The second amendment in the instrument removes a criminal sanction in the Air Navigation Order 2016.

• 14 Apr 2026 · Draft Aviation Safety (Amendment) Regulations 2026 · Hansard source

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  The hon. Gentleman raises an important point about community consultation, and the CAA’s design of noise policy takes it incredibly seriously. These exemptions are designed to be used only when other regulatory avenues are not available, but we expect all operators to take noise considerations into account. I know how important that is to his constituents, and it will be part of this work going forward. As I said, the second amendment in the instrument removes a criminal sanction in the Air Navigation Order 2016. That will enable the introduction of internationally standardised extended diversion time operations later this year in the Aviation Safety (Amendment) (No. 2) Regulations 2026. Those rules cannot be introduced while the criminal sanction remains attached, as the powers in the Retained EU Law (Revocation and Reform) Act 2023 that we would need to use expire in June this year. The CAA has never used this sanction and has other regulatory tools to ensure compliance, including revoking approvals or limiting air operator certificates. On the wider powers gap in relation to criminal sanctions, the Department is aware of the issue, and we are reviewing whether existing powers on the statute book may be able to fill that gap. We are also considering introducing primary legislation when parliamentary time allows. I hope I have adequately reassured Members that these provisions are proportionate, incentivise innovation and defend our robust record on aviation safety. I therefore commend them to the Committee.

• 14 Apr 2026 · Draft Aviation Safety (Amendment) Regulations 2026 · Hansard source

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  First, I thank the shadow Minister for his response, and I apologise for being accidentally pointed in the references I made to the equestrian and automotive activities that take place in his fantastic constituency. To respond to points the hon. Gentleman made, may I first thank him for his continued support for proportionate deregulatory measures that do not compromise aviation safety? Although we can trade differing points of view on political ideology in this House, aviation safety is something we are united on and committed to enhancing, irrespective of party. I can confirm that we are confident in the capacity of the CAA to manage this process effectively. I am cognisant of the points raised by the shadow Minister and the Lib Dem spokesperson about the DFT having to exercise robust oversight over these processes and to liaise closely with the CAA to ensure that it is using these powers proportionately. The shadow Minister asked me to say a little more about what we mean by “exceptional”. These exceptions will be granted only when there is no other reasonable way for the applicant to achieve the aims that have been put forward. To give some examples, I refer him to the CAA’s draft policy framework, which sets out that exemptions will be granted only when the desired objective cannot be achieved by other means, and the CAA will not grant exemptions solely for cost. The policy contemplates granting exemptions in situations where, for example, a high standard of safety can be maintained and where there is an urgent need for the exemption to be granted. I can therefore assure hon. Members that this is a limited, specifically delineated exemption, and we believe that the CAA has the right resources to institute it effectively. I thank all hon. Members for their contributions to the debate. The safety of aviation and the travelling public is a priority for this Government and across the House. The DFT is committed to ensuring that aviation remains safe, and these regulations represent a further step in achieving that. I therefore commend the draft instrument to the Committee. Question put and agreed to.

• 26 Mar 2026 · Topical Questions · Hansard source

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  GBR will have responsibility for ensuring that it has the capacity to run services that are paid for by the British taxpayer and that it is tasked to operate. Outside that, it will decide on the best use of the network. Open access can play a vibrant role in that system, which could include services from my hon. Friend’s constituency.

• 26 Mar 2026 · Topical Questions · Hansard source

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  At the Budget last November, the Government announced a comprehensive review of public charging costs, which will examine what is driving higher prices and potential measures to make public charging affordable for all users. The review is set to report this autumn.

• 26 Mar 2026 · Railway Stations: Accessibility · Hansard source

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  On the subject of step-free access, I know that Network Rail is engaging with stakeholders to progress designs. I am happy to facilitate a discussion between my hon. Friend and Network Rail on plans to improve accessibility. I have also heard that the Secretary of State is keen to attend the visit that my hon. Friend outlines.