Keir Mather MP: speeches

Speeches

• 10 Jun 2026 · Railways Bill · Hansard source

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  I would like to make a little bit of progress. [ Interruption. ] I will let the right hon. Member for The Wrekin (Mark Pritchard) make a short intervention.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I am glad that my hon. Friend is working so closely with the people who drive our railway and discussing the impact that GBR will have. She is right to say that, by integrating track and train and having a single directing mind for our railway, we can think more holistically about the skills of those we need to drive that change. That is a really exciting possibility to take forward. Finally on amendment 92, I pay special tribute to my hon. Friend the Member for Birmingham Northfield (Laurence Turner). It is no exaggeration to say that, without his efforts, this historic provision would not be entering the statute book. I thank him for his work with my officials and the Rail Minister to make that change a reality. I see that the hon. Member for South West Devon (Rebecca Smith) is again attempting through an amendment—we discussed this in Committee—to press the railway back into a mode of franchising. The 30 years of privatisation are what left our railways in the fragmented and dysfunctional state they were in when this Government came to power. We took immediate steps to fix that, passing the Passenger Railway Services (Public Ownership) Act 2024. It is only right that any future Government that wish to return us to a railway with rising costs, confusing and inconsistent fares, and record cancellations should have to seek agreement from this place. I turn to new clauses 49 and 50, and amendments 124 and 132. They introduce a new route for the independent sector regulator, the ORR, to modify non-GBR operator licences. That will allow the ORR, after consultation with the operator and others and the passing of a statutory notice period, to modify the contents of a licence. That approach is consistent with that taken in other regulated sectors such as water, electricity and gas. Such modifications will be needed across the industry to reflect the changes we are making in this Bill and to ensure the consistent adoption of standards and services across the rail network. Amendments 168 and 169 ensure that the ORR can still make technical modifications to the GBR licence with GBR’s consent. That reflects the fact that it would not be appropriate for the Secretary of State to be involved in every minor and technical amendment to the GBR licence. From day one, we have been committed to creating a simpler and more unified rail sector. Industry-wide alignment is critical to ensuring that passengers and other users of the rail network benefit from a less fragmented system. The amendments will ensure that all operators, not just GBR, are in lockstep in adhering to consumer standards set by the passenger watchdog, obligations relating to rail safety and the effective delivery of vital cross-industry functions by GBR. New clause 48 and amendments 110 to 119, and 126 to 128 all build on the transfer scheme provisions that were added to the Bill in Committee. New clause 48, together with amendments 118 and 119, introduces a new power to vary the application of certain taxes in relation to transfer schemes. That ensures that we can restructure the public sector and move staff and assets into GBR in a tax-neutral manner, avoiding a complex and unnecessary money-go-round that would hinder the delivery of better public services. Beyond that, the remaining amendments I referred to are all technical and ensure that the transfer scheme provisions are fit for purpose. Amendments 107, 108, 141 and 142 are technical amendments to clarify the definition of GBR infrastructure and to ensure that GBR can run trains on third-party infrastructure, for example High Speed 1. You will have to buckle in for this one, Madam Deputy Speaker: amendments 93, 97 to 106, 109, 120 to 123, 133, 137, 139 and 140 are all technical amendments that ensure the Railways Bill supports the potential future corporate structures of GBR. As I have already said, the Bill will be a long-lasting piece of legislation, and it is right that it provides an appropriate level of flexibility for GBR to adapt and change in the years ahead. It must design itself to meet the challenges of the day, and the Bill must enable it to do that. Finally, amendments 94, 95 and 136 correct an oversight in the legislation and ensure that Transport for London and other local government bodies can continue to co-operate with the Secretary of State for specific purposes, as well as with GBR, reflecting that decisions about devolution will remain with the Secretary of State.

• 10 Jun 2026 · Railways Bill · Hansard source

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  With the leave of the House, I thank right hon. and hon. Members for their contributions. While it will not be possible to address every amendment, I will try to discuss the topics raised and do my very best to do them justice. I turn first to amendments not covered by the Bill as drafted. New clauses 11, 18 and 46 and amendments 56 and 57 focus on safety and safeguarding. It is essential that staff and passengers on the railway are safe. We recently announced the new safer railway scheme to tackle low-level crime, antisocial behaviour and violence against women and girls. GBR’s services will all be accredited by the scheme, exactly as suggested by new clause 18, tabled by my hon. Friend the Member for Crewe and Nantwich (Connor Naismith). I am grateful to him for raising awareness on behalf of his charity, Railway Children, and I hope he was pleased to see the announcement that addresses his new clause. I agree with my hon. Friend the Member for York Central (Rachael Maskell) that we should do everything we can to keep staff safe. I will be monitoring how the new offence of assault against a retail worker impacts safety across the sector. I agree that her suggestion to gather more evidence—via a call for evidence, for example—would be a sensible next step if further action were warranted. For now, the strongest evidence shows that body-worn cameras and conflict-prevention training deliver the most immediate improvements in staff safety by deterring offending and providing evidence to support effective prosecution. GBR’s success will be built on the effectiveness of its workforce, a topic addressed in amendments 35, 36 and 64 and new clauses 19, 21, 26, 27, 34 and 54. I note the related early-day motion. I confirm that provisions in the Bill already enable the transfer of staff into GBR on TUPE principles, ensuring that employment rights are protected, as they should be. It is essential that we give security to staff who may be affected by the transition. I am therefore happy to confirm to my hon. Friends the Members for Poole (Neil Duncan-Jordan), for Middlesbrough and Thornaby East (Andy McDonald) and for Isle of Wight West (Richard Quigley) that we expect the railways pension scheme to continue under GBR. On GBR’s governance, my hon. Friend the Member for Isle of Wight West proposed passenger groups. I confirm that GBR will engage with customers at national and regional level. Its local business units will run station-based engagements and use panels of customer representatives to co-design products and services, while national advisory groups will support GBR on disability and other matters. Of course, the passenger watchdog will also advise GBR. I hope that reassures my hon. Friend that our intentions in this space are aligned. New clauses 4, 5, 7, 8, 16, 20, 40, 41 and 44 and amendments 30, 55, 66, 72, 170 and 171 contain requirements on GBR regarding matters that the long-term rail strategy could include or align with. Amendments 4, 37, 38 and 86 seek to ensure the strategy’s longevity and transparency. I thank the hon. Member for Glastonbury and Somerton (Sarah Dyke) for her considered comments on connectivity for rural areas. I hope my comments will satisfy others who tabled similar amendments. I am happy to commit today that the strategy will explicitly reference modal shift and the need to bring more people on to the railway. The strategy will also include provisions directing GBR to work with mayoral strategic authorities and local communities to seek the best multimodal solutions for each region. On the environment, I thank the hon. Member for West Dorset (Edward Morello) for tabling his amendments. I confirm to the House that the strategy will include a specific objective relating to environmental sustainability, with which GBR will need to demonstrate alignment. I am also pleased to confirm that accessibility, socioeconomic benefits and affordability will be key objectives in the strategy, that it will be 30 years long and that it will align with the UK’s 10-year infrastructure strategy. I hope that also reassures my hon. Friend the Member for Montgomeryshire and Glyndŵr (Steve Witherden) and the hon. Member for Didcot and Wantage (Olly Glover). The Government recognise the potential of our railways to connect communities to work, leisure and economic centres. As my hon. Friend mentioned, nothing in the Bill prevents GBR from reopening disused stations or lines. GBR will be constantly guided by its duties, including requirements to consider the public interest and social factors. New clauses 22, 23 and 38 and amendments 59 to 63 mandate specific station improvements. Step-free access is an absolute priority for the Government, but it must be deliverable. Access for All already targets funding where it has the greatest impact, and the forthcoming rolling stock strategy will set out a bold vision for accessible trains. We feel that the more rigid duty proposed in new clause 22 could limit GBR’s ability to prioritise and maximise its impact and, in many cases, staffing, accessible trains and high-quality information can be better suited to deliver significant benefits in the short and medium terms. Nevertheless, I reassure my hon. Friend the Member for Luton North (Sarah Owen) in particular that our intentions on the matter are aligned. I hope we can discuss how we can further our mutual aims of step-free access, including for her constituents in Luton, outside this debate, and I look forward to a meeting on that and a visit to Leagrave station. On the new clause tabled by the Chair of the Transport Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), the passenger watchdog will represent all passengers and maintain a clear focus on the experience of disabled passengers. I fully recognise the value that lived experience brings in that regard, and that will continue to be reflected in the make-up of the watchdog’s board, as it is today. However, I also note the points made on the matter by my hon. Friend, and I am confident that the Rail Minister will continue the discussion with her, the Transport Committee and their lordships in the other place.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I thank the right hon. Gentleman for pushing me further on this issue. It is GBR’s responsibility to determine what constitutes best use of the railway in relation to its duties. The role of the ORR in that process is that decisions can be referred to it when it is the view of stakeholders—whether it be an open access operator or anybody else—that GBR has incorrectly applied the framework by which it needs to determine best use on the railway and has made a decision in a way that is irrational or unfair, prejudicing one stakeholder over the other. There are important and robust safeguards for the ORR to be able to determine whether the way in which GBR has determined best use is consistent with the framework that we have provided for it. I hope that provides him with reassurance.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I will not give way again; I am sorry. I want to leave time for colleagues to contribute. The Government have also tabled amendments 96, 125, 129, 130, 131, 134, 135 and 138, which are minor, correctional or consequential amendments to ensure that the drafting of the Bill is fit for purpose and the statute book is kept tidy. They are all sensible amendments that improve the drafting of the Bill and ensure that rail reform can be implemented properly and that GBR can govern the railway for years to come. I am keen to get on with the substantive business of the debate, so I commend the amendments to the House.

• 10 Jun 2026 · Railways Bill · Hansard source

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  Absolutely. To build on my hon. Friend’s point, this is very much the start of the conversation, not the end of it, in thinking about how GBR can better integrate rail services that are run through mayoral strategic authorities with the wider network, with mayors of course being able to use funding for GBR services where they think it can improve transport provision in their area. As I begin to wind down, I will touch on issues impacting constituencies, which include amendments 65, 67, 68 and 69 and new clauses 35 and 42. It is absolutely a Government priority to upgrade key areas of the network. For instance, we have already committed £1.1 billion of funding to improve rail services in the north via Northern Powerhouse Rail. However, this Bill is focused on setting up GBR and transforming the structure of the railways. It is not the appropriate place for commitments to specific infrastructure or station projects.

• 10 Jun 2026 · Railways Bill · Hansard source

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  The right hon. Lady is absolutely right that accountability and transparency should be at the heart of this. I think we have pointed to a bit of a discrepancy between the views of the major parties on how that should take place. It would be an interesting argument to say that, on the one hand, we did not want to micromanage the railway but then to put on the face of the Bill lots of key performance indicators that would allow us to do so. Nevertheless, the right hon. Lady is right to highlight the sentiment that accountability needs to run to the heart of GBR. That is what the passenger watchdog is there for: to enforce consumer standards on the railway as licence conditions for all operators. I thank her for raising that important point. Finally, I pay tribute to the hon. Member for Didcot and Wantage for his new clause 56, on antisocial noise. That is a debate that I certainly want to take forward, and he knows how passionate I was on that matter in Committee. I thank Members once again for their contributions and for getting the Railways Bill on track for what I am sure will be a pleasant journey through the other place. Question put and agreed to. New clause 48 accordingly read a Second time, and added to the Bill . New Clause 49 Modification of licence conditions “For section 12 of the Railways Act 1993 substitute— “12 Modification of licence conditions by the Office of Rail and Road (1) The Office of Rail and Road may modify the conditions of a licence under section 8. (2) Before making modifications under this section, the Office of Rail and Road must give notice— (a) stating that it proposes to make the modifications, (b) setting out the proposed modifications and their effect, (c) stating the reasons why it proposes to make the modifications, and (d) specifying the period (not being less than 28 days beginning with the date of publication of the notice) within which representations or objections with respect to the proposed modifications may be made, and must, before making the modifications, consider any representations or objections which are duly made and not withdrawn. (3) A notice under subsection (2) must be given— (a) by publishing the notice in such manner as the Office of Rail and Road considers appropriate for the purpose of bringing the notice to the attention of persons likely to be affected by the making of the modifications; and (b) by serving a copy of the notice on— (i) each licence holder whose licence conditions are affected, (ii) the Secretary of State, (iii) the Scottish Ministers, (iv) the Welsh Ministers, and (v) the Passengers’ Council. (4) Subsections (5) to (7) apply where, having complied with subsections (2) and (3), the Office of Rail and Road decides to proceed with the making of modifications of the conditions of any licence under this section. (5) The Office of Rail and Road must— (a) publish the decision and the modifications in such manner as it considers appropriate for the purpose of bringing them to the attention of persons likely to be affected by the making of the modifications, (b) state the effect of the modifications, (c) state how it has taken account of any representations duly made, and (d) state the reason for any differences between the modifications and those set out in the notice by virtue of subsection (2)(b). (6) Each modification has effect from the date specified by the Office of Rail and Road in relation to that modification. (7) The date specified by virtue of subsection (6) may not be less than 56 days beginning with the date of publication of the decision to proceed with the making of modifications under this section.”” —(Keir Mather.) This new clause would allow the Office of Rail and Road to modify rail operator licences, including as required to promote consistent adoption of standards and services across the industry. Brought up, read the First and Second time, and added to the Bill.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I thank my right hon. Friend for reminding me of that important matter, and I would be glad to facilitate a meeting either with me, if that is most appropriate, or with the Rail Minister to take that conversation forward.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I could not agree more strongly with the sentiments expressed by my hon. Friend. He will know—we have discussed this—that under the council’s current arrangements, two members have lived experience of navigating the transport network with a disability. We fully expect that arrangement to continue. I applaud the efforts of my hon. Friend and those of all the members of the Transport Committee in holding the Government’s feet to the fire on this incredibly important issue. On fares and ticketing, amendments 143 to 147, tabled by the hon. Member for Broadland and Fakenham (Jerome Mayhew), relate to discounted travel. Let me reaffirm the Government’s gratitude to those who have served our country and confirm again that there are no plans to withdraw any discount schemes. However, it is right to allow GBR to adapt its customer offer. In future, we may want a simplified offer for the entire armed forces community, rather than separating veterans and families. The amendments would inhibit that by freezing current railcards in statute. Our willingness to take forward proactive measures to support veterans and their families can hopefully be seen in our embrace of the excellent proposal from the hon. Member for Epsom and Ewell (Helen Maguire) to improve the Remembrance Sunday offer for families. I thank her for her efforts in making that a reality. On amendments 149 and 165, on freight access, allow me to reassure Members that clause 72 cannot be used to nationalise freight terminals. It cannot be used to bring any other infrastructure managers or their assets into public ownership, so in our view the amendments are unnecessary. New clauses 10, 12, 13 and 33, tabled by the hon. Members for Caerfyrddin (Ann Davies) and for Brecon, Radnor and Cwm Tawe (David Chadwick), cover devolution and Wales. We absolutely share the ambition that the Bill should be a positive change for everyone, including the people of Wales. That is why our draft memorandum of understanding with the previous Welsh Government committed to support Transport for Wales to integrate track and train. The intention was that the clause 72 power in the Bill could be used to facilitate integration on the Core Valley Lines. Although the MOU was signed with the previous Welsh Government, we are ready to engage with the new Plaid Government with the same proactive and collaborative spirit. I hope the hon. Member for Caerfyrddin will encourage her colleagues in the Welsh Government to engage with us—I have no doubt she will—and make options for integration a reality.

• 10 Jun 2026 · Railways Bill · Hansard source

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  It is my pleasure to open this debate on the Railways Bill. As we have said before, this landmark piece of legislation will deliver the once-in-a-generation reform that our country’s railways are crying out for. For the first time in 30 years, Britain will finally have a railway owned by the public, for the public—one that puts passengers first, seizes the opportunities of freight, offers a better deal for taxpayers and is greater than the sum of its parts. On Second Reading, we heard widespread support for reform from across the House. In Committee, we saw agreement across all parties about the need to establish a directing mind for our railways, the need to put passengers first and the need to deliver growth, which we know our railways can deliver when they are at their best. Although there are naturally some disagreements about the details of delivering reform, throughout our debates I have yet to hear any other political party suggest an alternative way forward that meets the scale of the challenge that our railways face. The Government are responding properly to feedback from the House. Following the Transport Committee’s report, we have committed to publish a discussion document on the long-term rail strategy. Last week, we published a policy document setting out the emerging proposition for the Great British Railways licence, and just yesterday, recognising the strength of feeling from both the Bill Committee and the Select Committee, we published a document setting out a timeline for the publication of the key documents that will sit alongside the Bill. Unlike the previous Government, we are getting on with the business of reform, and we are collaborating with the House to do so. I, together with the Minister for Rail in the other place, have engaged extensively on a number of important issues ahead of the debate. I hope to continue that co-operation when I respond to the amendments.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I thank my hon. Friend for his intervention. I hope he sees that the Government have tabled amendments to ensure that Great British Railways cannot be privatised by the back door. Any changes would have to be made through an Act of Parliament, with full consultation with the House. I am sure that the people who have sent us here would look at any proposition to turn back the clock on the momentous decision we are taking—to go back to a railway that was fractured, in decline and confusing for passengers to use—and encourage every Member of Parliament not to do so. That is the importance of our amendments, and I am glad that my hon. Friends sees that.

• 10 Jun 2026 · Railways Bill · Hansard source

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  Oh, go on then. Why not?

• 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.