Keir Mather MP: speeches

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Speeches

10 Feb 2026 · Railways Bill (Fourteenth sitting) · Hansard source
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May I begin by thanking everyone personally for the way that they have conducted themselves and approached the Bill? As a relatively new Minister taking on my first major piece of legislation, I have appreciated enormously the constructive approach of Members across the Committee. I want to read into the record my personal thanks, in particular, to those on the Government Benches: my hon. Friends the Members for Beckenham and Penge, for Bexleyheath and Crayford, for South Dorset, for Truro and Falmouth, for Wrexham, for Derby South, for Hyndburn and for Birmingham Northfield, as well as the Comptroller of His Majesty’s Household, my hon. Friend the Member for Barking, and the Under-Secretary of State for Transport, my hon. Friend the Member for Nottingham South. I extend my thanks to the shadow Minister, who has worked assiduously to bring forward a number of constructive proposals, which, by virtue of us having had the opportunity debate them at length, I think have teased out interesting questions about how the Bill will progress, provided an important buttress against pre-conceived notions and allowed us to explore some of the issues in depth. I thank him for the constructive way in which he has engaged in the process. Although he is not in his place, I thank the right hon. Member for Melton and Syston, who approached the Committee in his good-natured way, and I thank the hon. Member for South West Devon, who made many valid and respected contributions. The hon. Member for Didcot and Wantage certainly kept me on my toes on all aspects of railway nerdery—buttressed by his hon. Friend the hon. Member for West Dorset—and I thank him for it. The hon. Member for Isle of Wight East was characteristically forensic in his scrutiny of specific aspects of the Bill, and I thank him for his hard work. May I also thank my Bill team, who have done an incredible amount of hard work over many months, predating my occupancy of this role, to make this piece of legislation possible? It is enormously appreciated. I thank all the Doorkeepers for facilitating our Divisions and keeping us safe; the Clerks for their assiduous work; and all the Chairs who have been in charge of our proceedings. It falls to me finally to say that regardless of individual Members’ perspectives on the merits and demerits of certain aspects of the Bill, it is one of the most consequential pieces of railways legislation that have come before this House in the last century. I am very proud to have been a part of it, and I have enjoyed it very much because of the contributions of everyone in this room. Thank you, all. Question put and agreed to. Bill, as amended, accordingly to be reported.
10 Feb 2026 · Railways Bill (Fourteenth sitting) · Hansard source
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Clause 87 points towards schedule 3, which contains minor and consequential amendments arising from the Bill. The Bill has broadened its scope, and much of the related previous legislation will need altering slightly. These minor and consequential amendments allow for the necessary changes and updates to be made, and will help propel the Bill forward. I therefore commend the clause and schedule 3 to the Committee. Amendments 188, 191 to 193 and 196 to 199 in my name are consequential amendments to the Railways Act 1993, the Railways Act 2005 and the Greater London Authority Act 1999 that reflect the removal of franchising. The new provisions about railway passenger services and the creation of GBR. For example, it was necessary to make some amendments to the closures regime in the 2005 Act as it was aligned with the franchising system in the 1993 Act, whereas we now need it to align with the Bill. Importantly, there is no change to the outcome to the closures process, and the role of the ORR and Ministers is not changing. Amendment 190 ensures that documents sent in accordance with the Railways Act 1993 and the Bill can be sent electronically. It is a common and standard amendment to reflect technological developments. Amendments 187, 189, 194 and 195 remove provisions that are no longer necessary. The last thing I will address in this group is clause 88, which I commend to the Committee. It will give the Secretary of State powers to make amendments that are consequential to the Bill. That will ensure that the statute book is tidy and appropriately reflects the changes the Bill makes. I stress that this power cannot be used to make policy changes and is intended only to ensure that the outcomes of the Bill are not hindered or confused by existing legislation that should have been consequentially amended.
10 Feb 2026 · Railways Bill (Fourteenth sitting) · Hansard source
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The shadow Minister makes a valid point about the need to ensure value for money for taxpayers and to ensure productivity as part of GBR’s processes. We differ on the mechanism by which those efficiencies are achieved. GBR will be incentivised to improve performance via its performance duty and, in extremis, GBR and the Government will work with unions as partners to achieve necessary changes. We have discussed at length, when considering the Bill, the myriad forms of accountability and enforcement of consumer standards and the need to drive competition where it drives performance in some areas of the railways. However, our approach to union relations has been different from that of the previous Government: it has been to get around the table to address matters and avoid the need for industrial action. That in itself is a driver of productivity on the railway, which is in stark contrast to more of a scorched earth approach from the last Government, which resulted in strike after strike, often costing the taxpayer in the process.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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The hon. Lady is right to raise that challenge. It is important that the byelaws are in place, but we have all experienced them being flagrantly disregarded on the railway network. I believe that the answer is to ensure that the byelaws that exist are regularly and robustly enforced. I do not believe that we need to add more to the statute book to solve the problem, because the principle of making enforcement work is the more important and operationally demanding one. That needs to be done in the shortest order. I am happy to take that away and to engage with officials about how we can more robustly enforce the byelaws. GBR having a holistic responsibility for the network will grant it the opportunity to think in a more holistic way about how byelaws can be enforced across the piece, I am sure in close collaboration with the British Transport Police. The Government consider that the issue is more appropriately a matter for train operators to manage and enforce at an operational level, rather than through additional Government regulation. As such, it is better dealt with through the existing railway byelaws rather than through regulations.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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The hon. Lady raises another valid point. It is right that train operators manage and enforce the byelaws and that GBR will have the added benefit that I have identified of holistic responsibility across the network, but she is right to point out that there is much further to go. Sometimes, there are complexities around subjectivity, where somebody on the train will have to determine what they believe constitutes an unreasonable level of noise, but that does not stop the fact that there are clear incidents in which the noise is totally unacceptable. We have further to go in this space, and the signage issue that the hon. Lady raises is interesting and something that I will reflect on. With that in mind, I urge the hon. Member for Didcot and Wantage to withdraw the new clauses.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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Gently? Yes.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I beg to move, That the clause be read a Second time. The clause will ensure that network or station operators can recover the costs of removing a road vehicle that is causing disruption or presenting a safety risk on the railway. It applies in situations where a car or bicycle must be removed from an access road, level crossing or any other location that is critical to the safe operation of the railway or the movement of passengers around the network. Any recovery of costs must reflect the actual expenses incurred by the railway operator in resolving the obstruction. Passengers should be able to use the railway without disruption caused by obstruction on railway land. Network or station operators must be able to ensure that such obstructions are removed promptly, and the cost of doing so should rightly fall on the person in charge of the road vehicle involved. I urge the Committee to support the new clause.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I beg to move, That the clause be read a Second time.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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Later in the Bill, we will turn to different forms of traction, but I doubt whether we will cover the horse-drawn variety, so I am glad that the shadow Minister found the opportunity to weave that into our debate. We support the aspiration for every single part of the United Kingdom and Crown dependencies to realise the full benefits of a reformed railway, with regulation that is fit for the future and that allows them to realise their aspirations, however they see fit, to make rail more accessible and more efficient for passengers. That extends to the Isle of Man, so we were pleased to table amendment 201, which will extend those powers to it. I hope that the Isle of Man can benefit in its own way. Question put and agreed to. Clause 86 accordingly ordered to stand part of the Bill. New Clause 23 Charging for removal etc of road vehicles “(1) Costs incurred by the operator of a network or station in relation to removing or storing a road vehicle that has been parked or left— (a) on land or other property comprised in the network or station, and (b) in contravention of bye-laws having effect in relation to the land, are recoverable by the operator from the person in charge of the road vehicle, where removal or storage is carried out in accordance with bye-laws having effect in relation to the land. (2) In this section ‘road vehicle’ means a motor vehicle, bicycle or other conveyance.”— (Keir Mather.) This new clause provides that, where road vehicles are causing an obstruction on railway land, charges may be imposed for the removal etc of those vehicles. Brought up, and read the First time .
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I thank the hon. Member for Didcot and Wantage for the new clause, which would require GBR to produce annual reports and technical studies relating to road crossings, with the aim of easing congestion. It is our view that the new clause would add highly disproportionate administrative and reporting burdens on to Great British Railways that we do not believe are necessary to manage level crossings and mitigate any of the impacts on communities that the shadow Minister and the hon. Member for Didcot and Wantage so powerfully described. The new clause would require GBR to undertake an annual review of every public road level crossing in Britain, assessing the social and economic effects on each area, and would mandate feasibility and engineering studies for any site judged to have high levels of congestion. That would create a substantial and ongoing workload that would divert time, staff and funding away from the core functions of managing the railway, including by requiring GBR to develop proposals for engineering solutions even when there is no clear business case for intervention. That would increase costs, reduce flexibility and limit GBR’s ability to prioritise investment where it delivers the greatest benefits. Network Rail has a statutory duty to minimise risks to the public and keep level crossings safe. I reassure the hon. Member that GBR will continue to be bound by those duties, while also taking full account of the wider economic and social impacts that level crossing down time can have on local communities. In support of that, as is the case now, GBR will be expected to keep level crossing operations under review, support continuous improvements in safety, and reduce unnecessary disruption so far as is reasonably practicable. GBR will remain directly accountable to the Secretary of State and the Office of Rail and Road, the independent rail safety regulator on this work. As is the case now, effective consultation, robust evidence gathering and meaningful engagement with communities and local authorities will ensure that decisions are well informed and responsive to local needs. Through that approach, GBR will manage level crossings in a way that maintains high levels of safety for all users, reflects local priorities and is firmly grounded in evidence. I therefore urge the hon. Member to withdraw the motion.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I thank the hon. Member for Didcot and Wantage for speaking to the new clauses. New clause 12 would require the Secretary of State to publish a report on the restoring your railway fund, which was set up by the previous Government and wound up in July 2024. Unfortunately, I do not believe it would be a good use of time for the Secretary of State to publish reports about the previous Government’s policies instead of getting on with the business of reforming the railway.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I thank the hon. Member for Didcot and Wantage for tabling the new clauses, which I will address in turn. New clause 14 would require the Secretary of State to lay before Parliament a report setting out the implications of diesel, electric, battery and other alternative rolling stock options. The proposed report is unnecessary because the Government are already working to develop a long-term strategy—the first in over 30 years—for rolling stock and related infrastructure. The strategy will pursue modern standards of carbon-friendly traction, passenger comfort and accessibility. We expect to publish it this summer. In developing the strategy, we are carefully considering the case for different traction types. In particular, we recognise that recent progress with battery technology offers a significant opportunity—along with, I am afraid to say, partial electrification—to reduce the subsidy cost of the railway, improve reliability and comfort for passengers, and deliver on our environmental obligations. We are considering that opportunity carefully and will set out our conclusions as part of the strategy. Once Great British Railways is up and running, we will expect it, not the Secretary of State, to take the lead in maintaining, updating and implementing the strategy. New clause 19 proposes that the Secretary of State sets out a framework to reduce the carbon footprint of the rail network and to detail infrastructure improvements for climate resilience. As one of the greenest modes of transport, rail is key in helping to reduce emissions. The Climate Change Act 2008 places a duty on the Secretary of State for Energy Security and Net Zero to prepare policies and proposals to enable cross-economy carbon budgets to be met, and to lay a plan before Parliament to set out those policies and proposals. The October 2025 plan includes policies to decarbonise transport, including the railways. Given the existing duties, it would be duplicative to place a duty on the Secretary of State for Transport to publish a plan to reduce the carbon footprint of the rail network. As the directing mind, GBR will identify sections of the network that are vulnerable to climate-related risks and set out how infrastructure improvements will be made. Throughout the business planning process, where infrastructure planning is captured, GBR will have a general duty to make decisions in the public interest, including in respect of environmental considerations. In signing off the business plan, the Secretary of State is under the same shared duty. When making decisions on infrastructure, GBR will also have regard to the Secretary of State’s long-term rail strategy, which will be framed by a number of strategic objectives, including an environmental sustainability objective that includes delivering rail net zero and protecting transport links by investing in climate adaptation. These mechanisms, alongside wider environmental frameworks, will ensure that the key strategic decisions on infrastructure are made with climate resilience in mind. I urge the hon. Member for Didcot and Wantage not to press the new clauses.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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The shadow Minister is right to champion the interests of users of the railway and to ensure that the people who enforce such charges are scrupulous. Network and station operators, including GBR, will be required to use their judgment to determine whether the person responsible for a vehicle should bear the cost of removing the obstruction from railway land in the first place. I am happy to commit that we will engage closely to ensure that is done in a proportionate way that protects the interests of passengers and users of railway services. By including this provision in the Bill, Parliament will have the opportunity to scrutinise and comment on the proposals. As part of that process, the shadow Minister is welcome to hold my feet to the fire to make sure that the interests of consumers are protected. Question put and agreed to. New clause 23 accordingly read a Second time, and added to the Bill. New Clause 61 Transfer schemes made by Secretary of State “(1) The Secretary of State may, for any purpose connected with railways or the provision of railway services, make one or more schemes for the transfer of property, rights and liabilities— (a) from the Secretary of State, a government department or a company wholly owned by the Crown, to— (i) Great British Railways, (ii) a company wholly owned by Great British Railways, (iii) a proposed GBR, (iv) a company wholly owned by a proposed GBR, or (v) a company jointly owned by two or more of the Secretary of State, the Scottish Ministers, the Welsh Ministers, Great British Railways and a proposed GBR; (b) from Great British Railways, or a company wholly owned by Great British Railways, to— (i) the Secretary of State, (ii) a company wholly owned by the Crown, (iii) a proposed GBR, (iv) a company wholly owned by a proposed GBR, or (v) a company jointly owned by two or more of the Secretary of State, the Scottish Ministers, the Welsh Ministers, Great British Railways and a proposed GBR; (c) from a former GBR, or a company wholly owned by a former GBR, to— (i) the Secretary of State, (ii) a company wholly owned by the Crown, (iii) Great British Railways, (iv) a company wholly owned by Great British Railways, (v) a company jointly owned by two or more of the Secretary of State, the Scottish Ministers, the Welsh Ministers and Great British Railways; (d) from a company jointly owned by two or more of the Secretary of State, the Scottish Ministers, the Welsh Ministers, Great British Railways and a proposed GBR to— (i) another such company, (ii) Great British Railways, (iii) a company wholly owned by Great British Railways, (iv) a proposed GBR, or (v) a company wholly owned by a proposed GBR; (e) from the Secretary of State or a government department to a company wholly owned by the Crown, or vice versa. (2) The Secretary of State must obtain the consent— (a) of the Scottish Ministers before making a scheme that contains provision for the transfer of property, rights and liabilities to or from a company jointly owned by the Scottish Ministers and one or more other persons, and (b) of the Welsh Ministers before making a scheme that contains provision for the transfer of property, rights and liabilities to or from a company jointly owned by the Welsh Ministers and one or more other persons.”— (Keir Mather.) This new clause allows the Secretary of State to make schemes transferring property, rights and liabilities in connection with the designation of a body corporate as Great British Railways. Brought up, and read the First time.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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Enabling mayoral combined authorities to be consulted on GBR’s proposals creates a basis on which MCAs and GBR can engage with each other to explore challenges as could relate to economic impact. The issue with calling in consultation in every instance is that it might not always be appropriate to do so. Where a more iterative process is possible, and Scottish Government and Welsh Government colleagues, for example, are best able to feed in and solve problems through consultation, it is not necessary to layer more formal processes on top. It is worth restating for the benefit of the Committee that the Welsh and Scottish Governments are pleased with the basis on which the devolved arrangements have proceeded in the creation of the Bill. Clauses 80 to 82 as drafted will ensure that GBR engages on issues of importance, and that it consults Scottish and Welsh Ministers, rather than drowning in irrelevant detail. I urge the hon. Member for Broadland and Fakenham to withdraw amendment 103 and not to move amendments 104 to 106. I thank the hon. Member for Didcot and Wantage for tabling new clause 25, which would require the Secretary of State to publish a report “at least once every five years…assessing long term-changes needed to local rail-related infrastructure.” Across this Parliament, the Government are making a record £120 billion capital investment in long-awaited infrastructure projects—including road, rail and green energy projects—that will generate the jobs of the future and drive growth. The Government also hugely support collaboration to encourage a more locally focused railway. Insights from local communities, who know their areas best, will play a significant part in achieving that. The Bill requires GBR to consult with mayoral strategic authorities and to have regard to their local transport plans. GBR will agree partnerships with mayoral strategic authorities to enable effective collaboration and local influence. That will mark a change in approach in how the railway engages locally, providing single-point accountability and enabling GBR to better meet the needs of areas and wider communities. Furthermore, all tiers of local government will benefit from empowered local GBR business units that are outward-facing and engage local authorities on their priorities and local transport plans. Such engagement and partnerships will ensure that there is sufficient opportunity for local authorities and mayoral strategic authorities to be collaborative with GBR on their priorities and to consider proposals. Government amendments 158 to 160, which are a continuation of the technical amendments that we debated when considering the group led by amendment 165 to clause 6, will support more effective co-operation on local railway matters. They clarify the definition of a London passenger railway service to provide consistency in geographical scope with other duties and powers in the Greater London Authority Act 1999. They expand the scope of the duty on GBR to consult with TfL so that it applies to passenger services to, from and within Greater London, and not just those within it. In summary, clauses 80 to 82 introduce statutory duties on GBR to consult Scottish and Welsh Ministers, MCAs and TfL before it makes a decision about services or infrastructure that would significantly affect the interests of their areas. The rationale for the clauses is compelling. They provide assurance to the relevant people and organisations that they will be properly engaged when GBR makes decisions that significantly impact their areas. By embedding such a broad duty in legislation for the first time, we ensure that engagement is not optional but a requirement. That will lead to better decision making, stronger relationships and outcomes that take account of the needs of communities across Great Britain.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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While I reject the charge that the amendments are unremarkable, I thank the shadow Minister for his support. Amendment 161 agreed to. Clause 83, as amended, ordered to stand part of the Bill. Clause 84 Advice from Transport for London Amendments made: 184, in clause 84, page 49, line 30, after “function” insert “(within the meaning of the Railways Act 2026)”. This amendment defines GBR’s statutory functions in the new section 176A(3) of the Greater London Authority Act 1999. Amendment 162, in clause 84, page 49, line 31, leave out “railways or railway services in” and insert— “(a) railways in Greater London, or (b) railway services— (i) between places in Greater London, or (ii) between places in Greater London and places outside” This amendment and amendment 163 provide for advice to be given by Transport for London to GBR about railway services that operate to, from or within Greater London. Amendment 163, in clause 84, page 49, line 31, at end insert— “(4) Expressions used in this section and in Part 1 of the Railways Act 1993 have the same meaning in this section as in that Part.”— (Keir Mather.) See the explanatory statement for amendment 162 . Clause 84, as amended, ordered to stand part of the Bill. Clause 85 Licensing etc of train drivers
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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Amendments 201 and 202 in my name will allow the Government to extend clause 86, on the Cape Town convention and the Luxembourg protocol to the convention as they relate to railway rolling stock, and part 4 of the Bill to the Isle of Man. We have consulted the Isle of Man and the other Crown dependencies on whether they would like us to extend this section of the Bill to them. The Isle of Man alone asked that we extend the protocol and these provisions to it. Given that the Government traditionally agree to such requests, we have tabled these amendments. Extending this section of the Bill will grant the Isle of Man power to make regulations under clause 86. Alternatively, regulations made by the UK Government can be extended to apply to it with appropriate modifications. That would eliminate the need for the Isle of Man to legislate for itself, but it would still have the benefit of having the convention and protocol applying to it. I therefore urge the Committee to support the Government amendments. Clause 86 will allow the United Kingdom to implement and ratify the Cape Town convention and the Luxembourg rail protocol, as they relate to railway rolling stock, via secondary legislation. The convention and the protocol aim to provide more security for creditors financing rolling stock by reducing the risk to those involved in such transactions and providing greater security over their interests. The agreements establish an international legal framework for the creation and registration of international interests in rolling stock and make provision for legal remedies in the event of default or insolvency. Implementing the agreements will therefore make the UK a more attractive place for investors to hold financial interests in rolling stock with UK-based lenders, who will also be able to benefit from the protection of the protocol when they invest in overseas markets. The UK signed the Luxembourg protocol in 2016. That power allows the UK to meet its international obligations, especially now that the protocol has come into force as a number of states have ratified it. These agreements are supported by the industry and I therefore commend the clause to the Committee.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I thank the hon. Members for Didcot and Wantage and for Broadland and Fakenham for tabling the new clauses, which relate to enhancements on the rail network or the impacts of other projects on rail. New clause 11 would establish a fund for future railway improvements. Local and regional transport authorities could then bid for funding from the pot for their local areas. I certainly share the support the hon. Member for Didcot and Wantage has for improving the railway across the whole country, and I believe that the railway can bring benefits to the places it serves. However, it should be for GBR, as the organisation run by experts and charged with running railways, to maintain close relationships with local and regional authorities, including the local commissioning of infrastructure projects where agreements can be reached. The fund the hon. Member proposes risks removing GBR’s opportunity to organise, design and implement enhancements, which is a job that it is best placed to do, as the directing mind. Of course, GBR will engage closely with local and regional authorities when planning, and should invest where real benefits would be gained. Enhancements funding should continue to be set at the spending review; that is appropriate where projects are discretionary. GBR’s integrated business plan will ensure that enhancement projects align with operational delivery. I also expect the publication of GBR’s integrated business plan to provide further transparency on the enhancements GBR plans to undertake, and the associated funding. That should help set the roadmap for the five-year funding period. I hope the hon. Member can agree that such decisions should be made by GBR, working with local authorities and with mind to the long-term rail strategy. New clause 35 would establish a report on a long-term pipeline of infrastructure and rolling stock work, on a line-by-line or service-by-service basis, and with considerable detail on the specific timing, scope and sequencing of works over a 15-year period. I share the intention of the hon. Member for Broadland and Fakenham to create transparency around GBR’s spending, and certainty for the railway supply chain. We are already working to develop a long-term strategy for rolling stock and supporting infrastructure, such as electrification, that will provide clear direction for the supply chain. As I am sure he already knows, the Bill contains a duty for GBR to consider certainty for railway service providers. However, I disagree that this needs to be in statute and that a pipeline containing the level of detail proposed in this amendment, over 15 years, would be a good way of achieving the goals of transparency and certainty for GBR. GBR will have a five-year integrated business plan, backed by five years of funding for infrastructure operations, maintenance and renewals. That has been established as the appropriate balance between long-term planning and the realities of a changing operational environment. Forecasting specific infrastructure works beyond five years becomes increasingly unreliable, potentially leading to instability for the supply chain and for GBR—the exact thing this amendment is trying to avoid. Enhancements funding will continue to be set at the spending review, while GBR’s integrated business plan will ensure that enhancement projects align with operational delivery. That ensures that larger projects have longer term certainty. The current process has resulted in £2 billion being invested in the railway network every year, from 2019 to 2024. I hope that the hon. Member for Broadland and Fakenham can understand that creating a stable long-term rail strategy and business planning environment will do more to achieve these aims. Finally, I turn to new clause 71, which raises the importance of understanding rail impact when considering major infrastructure projects. I thank the hon. Member for Runnymede and Weybridge (Dr Spencer) for raising this issue, but I do not agree with it primarily because the matters that the amendment seeks to mandate are already comprehensively addressed in the existing statutory framework. Under the Planning Act 2008 and the National Policy Statements applying to Nationally Significant Infrastructure Projects in the transport, energy, waste and water sectors, the Secretary of State will consider requirements to mitigate adverse impacts on transport networks arising from any developments. For transport projects, promoters must provide detailed assessments of the impact of their proposals on transport networks, including rail capacity, demand and operational implications. These assessments are a routine and established part of the development consent order process, which the Secretary of State must consider. This amendment would introduce an entirely new statutory reporting step before an application could be examined, which would go against the Government's reforms to streamline the consenting regime following the Planning and Infrastructure Act 2025, which aims to make the system quicker and more efficient. Instead of adding value, this new requirement would instead risk adding delay in introducing uncertainty, which could hinder timely progress on Nationally Significant Infrastructure Projects. Having laid out the Government’s arguments to these amendments, I hope that hon. Members will see fit to withdraw them.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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Now that we have dispensed with that important work, we can get on with the business of running the railway. The Government are doing more to improve things for passengers and freight than any Government have in decades. We are creating GBR to be the directing mind for the railway, cutting out the needless waste and duplication that has characterised the model.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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The Government are committed to a more locally focused railway under GBR, and provisions in the Bill, and ongoing engagement with local government partners, demonstrate the strength of that commitment. The amendments are primarily technical in nature, but will support more effective co-operation on local railway matters. I will briefly summarise their purpose and effect. Amendment 161 widens the scope of services about which relevant local government bodies may be required to provide advice to GBR under clause 83. This is achieved by including reference to services between places in the body’s area and those outside it, rather than only services operating exclusively within the body’s area. Amendment 162 has the same effect in relation to Greater London. All the amendments are consistent with the original policy intent of the Bill and simply clarify the drafting. Amendments 163 and 184 include important and relevant definitions from other primary legislation, namely the Railways Act 1993 and this Bill. Clause 83 introduces statutory requirements on mayoral combined authorities, mayoral combined county authorities and passenger transport executives to provide advice to the Secretary of State and GBR where they reasonably require it on matters connected with the exercise of their respective railway functions. This duty ensures that GBR and the Secretary of State can have access to advice from local authorities, which have detailed knowledge of their areas, including in relation to local transport. Ultimately, that will support GBR and the Secretary of State in obtaining relevant local insights. Clause 84 replicates that approach for Transport for London by amending the Greater London Authority Act 1999 to insert a new section 176A after section 176. The new section introduces a statutory requirement on Transport for London to provide advice to the Secretary of State and GBR where they reasonably require it on matters connected with the exercise of their respective railway functions. This change ensures that GBR and the Secretary of State will have access to Transport for London’s expertise and its detailed knowledge of transport in the Greater London area.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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Good morning, Sir Alec; it is a pleasure to serve under your chairship once again. I thank the hon. Member for Broadland and Fakenham for amendments 103 to 106, which would require GBR to inform the relevant devolved Ministers and bodies before taking a decision that affected them, and the relevant Minister or body to decide whether consultation is necessary, if they deemed the decision to be significant. Each of the amendments does the same thing, for Scottish Ministers, Welsh Ministers, mayoral combined authorities and TfL respectively. They would reverse provisions in the Bill as drafted that require GBR to consult the relevant devolved Minister or body if it considers a decision significant. The Committee has heard that GBR will be the directing mind of the railways. I fully recognise the need for Scottish and Welsh Ministers, mayoral combined authorities and TfL to be suitably informed and consulted on decisions of GBR that relate to them. GBR is already required by the Bill to have regard to the Scottish Ministers’ rail strategy, statement of objectives, and directions and guidance; to the Welsh Ministers’ transport strategy; to the local transport plans of MCAs; and to the Mayor of London’s transport strategy. Furthermore, in the case of Scotland and Wales, the memorandums of understanding required by the Bill will ensure that any significant decision affecting Scotland or Wales is not made without the proper engagement of the relevant Government and transport body. In the case of mayoral combined authorities and TfL, there is a clear intention for GBR to work closely in partnership with mayoral authorities including TfL. An industry-developed practitioner guide on how GBR could work in partnership locally was published on 13 January, and GBR will be a proactive partner with all those bodies. Clauses 80 to 82 already require consultation on significant decisions. Rather than improving the Bill, amendments 103 to 106 would fundamentally hamstring GBR’s decision-making powers by creating unnecessary additional requirements. Decision making would become inefficient and less responsive to passengers and freight. Consultation will ensure that Scottish and Welsh Ministers can share their views, perspectives and expertise on the economic impact of GBR’s decision making.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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New clause 10 would place a duty on the Secretary of State for Transport to undertake a review of passenger safety within six months of the Act passing and to make all reasonable efforts to implement any actions identified. I appreciate the sentiment behind the new clause—passenger safety is of the utmost importance as we transition the railway into public ownership—but I do not think the new clause necessary, as the Government are taking action even before the Bill is passed. As the hon. Member for Didcot and Wantage will be aware, we already have a range of security measures and guidance in place across the railway and the wider transport network, addressing the issues raised. Those will be maintained under public ownership and are kept under continuous review to ensure that they meet the challenges of the day. I highlight the recently reviewed and updated long-running public security campaign, “See it. Say it. Sorted”, which increases public awareness and makes clear how to report suspicious activity to the British Transport police via the 61016 text reporting service; I am not sure I need to remind Members of that, as it will probably be seared into every one of our minds from travelling on the railway. I am confident that in giving GBR strategic responsibility for rail workforce planning, we will create more resilient staffing and provide greater visibility and assurance to passengers, both on trains and at stations. As part of the Government’s safer streets mission, we have already committed to reduce violence against women and girls by half over the next decade. That will be tracked by Government through the violence against women and girls strategy, recently published by the Home Office, which includes ambitious measures to enhance the safety of women and girls on the rail network. That includes improving live access to CCTV images by the British Transport Police, and establishing consistent personal safety criteria across the rail network. We are also already working to improve Passenger Assist and to support staff with better tools and more consistent training across the network. The ORR also monitors and reports on Passenger Assist and releases statistics quarterly. Finally, the ORR already has general safety duties that include carrying out inspections to ensure that the train and freight operating companies and Network Rail manage passenger and occupational health and safety risks appropriately. Those remain unchanged by the Bill. Given that, a further review of safety requirements would only serve to drive attention and resource away from the action that is already being taken. Similarly, I fully agree with the principle of new clause 48, which aims further to ensure that passengers experience journeys free from disruption, harassment and criminality. I pay tribute to the train managers and guards across the network who work tirelessly in the interests of passengers to ensure their safety and wellbeing. I know the friendly and reassuring faces of the train manager on my regular trips between Parliament and my constituency. However, as I hope the hon. Member for Wimbledon will appreciate, changing the role of train managers and guards through a legal duty could be a change to the nature of individuals’ contractual terms and conditions of employment. Such matters are for the employer and the employees, through their trade unions, to negotiate under collective bargaining agreements. It would be up to GBR to consider what is appropriate at the time. Consequently, I do not agree with the new clause. Finally, new clause 57 would require the Secretary of State to make regulations about the use of electronic audio devices on rail services. I cannot begin to express the depths to which I agree with the sentiment behind the new clause. The Government recognise the nuisance that irresponsibly used personal electronic devices can cause to other passengers, and I appreciate the importance of ensuring that passengers are not disturbed by excessive noise while travelling on the railways. I am pleased, however, to confirm that the matter is already addressed under existing national railway byelaws. Railway byelaw 7 states that people “on the railway” shall not “to the annoyance of” others “sing; or…use any instrument, article or equipment” to produce sound without “written permission from an Operator”. Any person who breaches that byelaw commits an offence and may be liable to a penalty of up to £1,000.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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All the provisions in this group relate to transfer schemes. New clause 61 sets out the Secretary of State’s powers to make one or more transfer schemes to transfer property, rights and liabilities, including contracted employment between public entities. The new clause is important, as it will enable transfers to and from GBR. Transfer schemes are regularly used for highly complex transfers and can avoid undue delay and costs in getting the right assets into the right place at the right time. Transfer schemes will provide a framework for the consistent treatment of workers, in line with Cabinet Office Statement of Practice on Staff Transfers in the Public Sector and Transfer of Undertakings (Protection of Employment) principles. GBR will bring together activities from more than 17 existing organisations, including Network Rail, the Rail Delivery Group, DfT Operator and 14 separate train operating companies, into a single organisation. It is therefore important that transfers be managed in the simplest, clearest and most efficient way possible to protect the staff involved and the taxpayers’ investment. New schedule 1 provides further detail on transfer schemes. The schedule is important, as it sets out the scope of what may be included in a transfer scheme. This follows standard drafting practice and will prevent individual or piecemeal issues from slowing down the delivery of an integrated railway that better serves the public as a whole. New clauses 62 and 63 will enable Scottish and Welsh Ministers to make one or more schemes for the transfers involved to enable GBR to run devolved services on their behalf. The provisions require the consent of the Secretary of State to protect their interests and the transfer of liabilities or assets in or out of GBR that they wholly own. The provisions also provide for Scottish and Welsh Ministers to make transfers between companies that they themselves wholly own. That will enable a smooth transition between delivery models for devolved services by devolved Governments. Such transfers would not require the consent of the Secretary of State, as they only involve companies owned by the Scottish or Welsh Ministers. We have worked in partnership with the devolved Governments to ensure that they can share in the benefits of an integrated railway and, if they so choose, use GBR for the delivery of devolved railway services. These transfer scheme provisions reflect the approach that we have agreed with Scottish and Welsh Ministers. New clause 65 will allow for the transfer of employment contracts from the ORR to the new passenger watchdog. The watchdog will take over most current ORR consumer roles, including the setting and oversight of standards. The new clause is important as it allows for the transfer of contracts of employment, provides protection for impacted ORR staff in line with TUPE principles, and will allow the watchdog to have the expertise that it needs to get up and running as soon as possible. Finally, new clause 64 and amendment 263 make further provision for transfer schemes. New clause 64 introduces new schedule 1 and will allow transfers into GBR to begin before GBR is fully designated to allow for sensible operational preparation ahead of establishment. Amendment 263 is required to ensure consistency of terminology with other railways legislation and to ensure that the definitions of “wholly owned” and other similar wording are accurate and make sense in the context of previous Acts. Taken together, the provisions are essential to ensure that GBR can be established quickly so that we can bring the benefits that we have promised to the public. They will allow the Government to minimise the cost of the transfer to the taxpayer and ensure that staff are protected. I commend them to the Committee.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I will begin by attempting to assuage some of the shadow Minister’s concerns in this space as it relates to the ORR and licensing. There are no plans to transfer the train driving licensing and certification functions from the ORR, railway undertakings and infrastructure managers to other bodies. However, while there are no plans to transfer functions at this stage, it is possible that changes may be needed or sought by future Governments to reflect wider changes to the structure, responsibilities and roles in the rail industry—as has happened before. For that reason, these powers are vital to ensure the regime for train driving can function as intended and with the appropriate bodies responsible for issuing licences and certificates. I thank the shadow Minister for his amendment, and understand the importance of what he is driving at when it comes to the all-important issue of safety. His amendment would ensure that only the ORR may issue train driving licences. It would remove the ability to update the arrangements for issuing train driving licences and certificates in the future, for example, to reflect a change in the name of the issuing authority or a transfer of functions from one body to another. It is important that the licensing and certification regime can be adapted and changed if needed, including who issues that documentation, because it may be needed to reflect future changes to industry structures, roles and responsibilities. The Government’s position is supported by the ORR, which is the current licensing authority. Removing the power to change the arrangements for issuing licences and certificates could undermine our ability to ensure driver licensing and certification arrangements stay fit for purpose as the industry, technology and ways of working evolve. If such proposals were brought forward, the clause as drafted would ensure that any changes are subject to a full public consultation followed by parliamentary scrutiny under the draft affirmative procedure before becoming law. That process affords multiple opportunities for stakeholders’ views to be considered. I therefore urge the shadow Minister to withdraw the amendment. Clause 85 allows the Secretary of State to amend the Train Driving Licences and Certificates Regulations 2010 by means of secondary legislation. Those regulations establish the requirements for train drivers in Great Britain, which presently cannot be updated regularly without primary legislation, which is a lengthy and inefficient process. The powers in the clause are critical if the Government are to ensure that the framework for train driving remains robust, responsive and fit for purpose in the years ahead. The Committee may be aware that legislation is due to be laid today to lower the minimum age for train drivers. However, that is being done using time-limited powers in the Retained EU Law (Revocation and Reform) Act 2023, which will expire in June 2026. Without this clause, such changes to the law, which will help us to address the shortage in train drivers, will not be possible. The power will allow the regime to evolve in line with best practice, incorporating advances in technology, innovation, operations and safety knowledge, for instance by regularly revising eyesight and hearing requirements to reflect advances in corrective technologies, improved testing methods and emerging medical conditions. Without those powers, the industry will be less effective at integrating new technologies, scientific methods or innovations into the train driving regime as they emerge. I therefore commend clause 85 to the Committee.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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I beg to move amendment 161, in clause 83, page 49, leave out line 11 and insert— “(a) railways in the body’s area, or (b) railway services— (i) between places in the body’s area, or (ii) between places in the body’s area and places outside that area.” This amendment provides for advice to be given by local government bodies to GBR about railway services that operate to, from or within their areas.
10 Feb 2026 · Railways Bill (Thirteenth sitting) · Hansard source
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It is continuously important to bear in mind where the last Government may have strayed from the path of productive policymaking, and we have done so robustly in reflecting on the 14 wasted years of the Conservative Government. We must now turn to the future and think about how we can build a railway that serves the interests of passengers now and in the decades to come. GBR will take robust decisions on the use of the network, leading to better co-ordination of the timetable, which could reduce delays and costs over time and improve reliability. Those decisions could well see the opportunity for new routes or services and, where appropriate, the restoration of railway services that were previously closed. Nothing in the Bill will prevent GBR from doing that; indeed, quite the opposite is true. We have already seen the Government’s commitment to doing just that with the continued support for the reintroduction of passenger services on the Northumberland line and the confirmation of new stations at Haxby, Wellington and Cullompton, without the need for a specific restoring your railway fund. Having a guiding mind for the railway that is properly empowered to make decisions is better for everyone—for passengers, freight and open access operators. New clause 58 would require the Secretary of State to establish a programme to facilitate the conversion of disused railway land into active travel routes. I know the importance of such conversions, because there is a wonderful converted railway from Selby through to York, on the old rail route for the Selby coalfield. The DFT has already created Active Travel England to co-ordinate cycling, walking and other leisure uses in England. The funding of active travel in Scotland and Wales is, of course, a matter for their devolved Governments. I agree with the hon. Member for Didcot and Wantage that active travel is an important potential reuse of redundant railway land, but other potential options—including regeneration such as housing, along with heritage lines and retaining the land for future use—should be considered in the round. All the options need to be assessed against objective criteria, including considerations such as funding and safety. New clause 58 would unbalance those considerations by making active travel a priority over other potential uses of railway land. The Government have been clear that they intend to transfer historical railways estates and other former railway properties to GBR, which will absolutely be expected to look for opportunities to reuse redundant railway land. The new clause would take away GBR’s independence to do that and its ability to look at a wide range of alternative uses for former railway property, including its potential reuse for railway, commercial opportunities and regeneration. New clause 60 would require Great British Railways and all passenger service operators to provide a minimum level of secure bicycle storage facilities at every station they operate. The Government are committed to improving the integration of transport across the network and are already working to improve facilities to support those who cycle to stations. The Government encourage station operators to engage with local stakeholders when considering the provision of facilities to support those who cycle to and from stations. Funding for cycle storage is already available from a range of local transport funds, including the active travel fund. With the forthcoming establishment of GBR, we want to ensure appropriate bicycle facilities that are suitable for local circumstances and provided where needed, while retaining operational flexibility and minimising unnecessary expenditure. The new clause would impose on GBR and all passenger service operators a rigid requirement that fails to take into consideration local circumstances such as station size, passenger numbers and demand for bicycle spaces, which could result in unnecessary cost. I therefore urge the hon. Member for Didcot and Wantage to withdraw the new clause.

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