Railways Bill

(Limited Text - Ministerial Extracts only)

Report stage
Wednesday 10th June 2026 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Keir Mather)]

I beg to move, That the clause be read a Second time.

[Madam Deputy Speaker (Ms Nusrat Ghani)]

With this it will be convenient to discuss the following:

Government new clauses 49 and 50.

New clause 1—Passengers’ Charter—

“(1) The Secretary of State must, within six months beginning on the day on which this Act is passed, lay before Parliament a Passengers’ Charter.

(2) A Passengers’ Charter must include—

(a) a guarantee about value for money, quality of service, and provision of adequate seating for any single part of a journey taken by rail for a duration greater than thirty minutes;

(b) targets for reliability of services;

(c) a timetable for implementing improvements to passenger accommodation on train services, including in relation to—

(i) seat design,

(ii) availability of high-speed WiFi and reliable cellular network service,

(iii) provision of power outlets,

(iv) storage for luggage, bicycles, pushchairs and prams,

(v) provision of toilets, including standards of cleanliness and accessibility, and

(vi) provision of on-board catering on any train service with a total duration of at least two hours;

(d) a guarantee relating to improving the accessibility of trains, stations, areas immediately surrounding stations and interfaces with connecting transport modes, and replacement road services, for passengers with disabilities;

(e) extension of the principles behind Delay Repay compensation to include a framework of compensation for failures to comply with the Passengers’ Charter for lack of specified on-board amenities;

(f) a commitment that Great British Railways will take all reasonable steps to ensure that systems for compensating passengers for delays or disruption—

(i) are digital by default;

(ii) minimise any administrative burden on passengers when applying for compensation;

(iii) allow, where practicable, for compensation to be issued automatically based on information attainable by Great British Railways from about a customer’s journey or from a ticketing account.”

This new clause requires the Secretary of State to lay a Passengers’ Charter and sets out what the charter should contain, including provision relating to customer amenities, value for money, accessibility and compensation.

New clause 2—Report on the potential merits of customer loyalty programmes—

“(1) Within twelve months beginning on the day on which this Act is passed, the Secretary of State must lay before Parliament a report on the potential merits of customer loyalty programmes for rail passengers (‘rail miles programmes’).

(2) A review under this section must consider any beneficial effect on the growth of rail passenger numbers of introducing rail miles programmes.”

This new clause would ensure the Secretary of State conducts a report into potential benefits of a “rail miles” programme for passenger numbers.

New clause 3—Fund for future railway improvements—

“(1) The Secretary of State must establish a fund for the purpose of providing improvements to the railway in the long term, including investment in new or reopened railway lines and stations.

(2) The fund under this section is to be called the Tomorrow’s Railway Fund (‘the fund’).

(3) The Secretary of State may by regulations made by statutory instrument provide for monies to be allocated to the fund for each funding period.

(4) Local and regional transport authorities may apply to the Secretary of State to receive a grant of monies from the fund, for the purpose of enabling construction of new railway stations and associated infrastructure.

(5) A purpose enabling construction under subsection (4) includes a feasibility study for any station or associated infrastructure.

(6) In this section ‘funding period’ has the meaning given in Paragraph 1(9) of Schedule 2 to this Act.”

This new clause would establish a new funding mechanism for local authorities to bid to central government for funding for feasibility studies on, or construction of, new stations, railways, or other enhancements.

New clause 4—Restoring Your Railway fund: review—

“(1) Within twelve months beginning on the day on which this Act is passed, the Secretary of State must lay before Parliament a report containing a review of the Restoring Your Railway Fund.

(2) The review under subsection (1) must consider the effect of the fund on the reopening of railway lines and stations.”

This new clause requires the Secretary of State to review the Restoring Your Railway Fund, announced by the previous Government in February 2020.

New clause 5—Rails to Trails Programme—

“(1) The Secretary of State must, within 12 months of the passing of this Act, establish a programme to facilitate the conversion of disused railway lines, sidings and associated land into active travel routes for—

(a) walkers,

(b) wheelers,

(c) cyclists, and

(d) horse riders.

(2) The programme must include—

(a) a national statutory framework to support community groups and local authorities to acquire and convert the land set out in subsection (1),

(b) a long-term fund to provide financial incentives and resources for local authorities and public bodies to convert the land for such use;

(c) mechanisms to ensure landowners are fairly compensated for any land that is acquired or converted.

(3) The programme under this section is to be referred to as the ‘Rails to Trails Programme’.”

This new clause would require the Government to turn disused railways into active travel paths.

New clause 6—Report on Great British Railways’ ticketing function—

“(1) Great British Railways must prepare and publish a report on how it will exercise its function under section 3(1)(d) of this Act (the ‘ticketing function’).

(2) A report under this section must include plans for Great British Railways to—

(a) introduce a cap on fare increases not exceeding the rate of inflation, applicable to and reviewed as part of each 5-year funding settlement for the railway,

(b) extend, and where not currently provided for provide, a 50% discount on all train fares for passengers aged under 18 years,

(c) offer discounted fares for passengers who are UK armed forces veterans,

(d) establish a tap-in tap-out method of ticketing across England, Wales and Scotland,

(e) guarantee that any fare offered to passengers for purchase via any means is the best value fare, and that there is no inequality in fare for the same ticket when purchased via different means,

(f) introduce a National Railcard across England, Wales and Scotland,

(g) enable open-source access to Great British Railways’ ticketing systems and rates databases for third-party retailers,

(h) collaborate with local and regional transport authorities to enable multimodal ticketing between railway passenger services and local bus, light rail and other public transport networks, and

(i) take all reasonable steps to simplify fares and remove barriers to travel where a single journey undertaken by a passenger involves travel on—

(i) multiple rail services, or

(ii) at least one rail service and at least one additional form of public transport.

(3) For the purposes of this section the rate of inflation is calculated in accordance with any increase in the Retail Price Index.”

This new clause would require GBR to report on how it will undertake its ticketing function. It requires GBR to set out how it would cap fare increases; extend children’s and veterans’ discounts; provide that a single best price is available across ticketing mediums; and provide access to systems for third-party retailers.

New clause 7—Rail climate resilience and decarbonisation framework—

“(1) The Secretary of State must, within 12 months beginning on the day on which this Act is passed, publish a framework that seeks to meet the following objectives—

(a) reduce the carbon footprint of the rail network;

(b) identify sections of the network vulnerable to climatic risks including drought, soil moisture deficit, flooding, heat and cold.

(2) The framework must include a schedule of required infrastructure improvements to the sections of network identified under subsection (1)(b).

(3) Great British Railways must publish a report on the progress of the objectives set out in subsection (1) every two years beginning on the date on which the framework is published.

(4) The Secretary of State must lay before Parliament each report as set out in subsection (3).”

This new clause establishes a statutory climate resilience and decarbonisation framework and requires regular reporting on progress made against the objectives set out in the framework.

New clause 8—Great British Railways: environmental targets—

“(1) In the exercise of any of its functions, Great British Railways must take all reasonable steps to contribute to—

(a) the achievement of targets in sections 1 to 3 of the Environment Act 2021,

(b) the achievement of targets set under Part 1 of the Climate Change Act 2008,

(c) the programme for adaptation to climate change under section 58 of the Climate Change Act 2008, and

(d) the achievement of targets set under the Air Quality Standards Regulations 2010.”

This new clause requires Great British Railways to take steps to contribute to meeting targets set out in existing legislation on climate change.

New clause 9—Great British Railways Board—

“(1) The Secretary of State must appoint a Board to review decisions taken in respect of Great British Railways (‘the Board’).

(2) The Secretary of State must appoint to the Board persons who are employees of, or otherwise represent—

(a) Great British Railways,

(b) open access passenger operators,

(c) freight operators,

(d) The Office for Rail and Road,

(e) The Passengers’ Council, and

(f) an organisation or campaign group representing passengers with accessibility requirements.

(3) The Board must comprise at least six members and no more than half of its membership may be employed by, or otherwise represent, Great British Railways.

(4) Great British Railways must determine the frequency of board meetings in any year.

(5) Any—

(a) decision by the Secretary of State concerning, or,

(b) direction given by the Secretary of State to

Great British Railways must be notified to the Board prior to the making of the decision or issuing of the direction, and such decision or direction may only be made if a majority of the Board approves of it being made.

(6) The Board must publish any decision or direction it considers, and whether it has approved any such decision or direction.

(7) Where the Board has not approved a decision taken by, or direction given by, the Secretary of State to Great British Railways—

(a) the Board must notify the Secretary of State that it has not approved the decision or direction, and its reasons for not doing so;

(b) the Secretary of State may proceed to make any such direction or decision provided that, in their opinion, it is necessary to do so.

(8) Where subsection (7)(b) applies, the Secretary of State must publish a statement setting out reasons for proceeding with the direction or decision.”

This new clause would require the creation of a GBR Board, constituted of relevant internal and external stakeholders and regulatory bodies, which the Secretary of State would have to consult on major decisions and changes.

New clause 10—Devolution of rail to Wales—

“(1) Schedule 7A of the Government of Wales Act 2006 is amended according to subsection (2).

(2) In section E2 (Rail Transport), omit paragraph 117.

(3) Before the end of the period specified in subsection (5), the Secretary of State must by regulations provide for the transfer of functions relating to rail in Wales to Welsh Ministers.

(4) The functions transferred under subsection (3) must include, but are not limited to—

(a) the management of rail infrastructure;

(b) the operation and funding of rail infrastructure;

(c) the planning, funding and management of maintenance, enhancement and renewal of rail infrastructure;

(d) the regulation of capacity, access, charging and performance arrangements of rail infrastructure; and

(e) the integration of passenger services with rail infrastructure.

(5) Regulations under subsection (3) must come into force—

(a) on a date no later than three years after the passing of this Act, or

(b) on a date agreed between the Secretary of State and the Welsh Ministers,

whichever is the earlier.

(6) Regulations under this section must make provision about funding for the Welsh Ministers relating to the functions transferred to them under subsection (4).

(7) Within one year of the passing of this Act, the Secretary of State must lay before Parliament a report setting out the level of funding to be provided under subsection (6).

(8) Regulations in this section are subject to the affirmative resolution procedure.”

This new clause devolves rail in Wales to the Welsh Government and makes provision about the devolution of commensurate funding.

New clause 11—Safe bicycle storage at railway stations—

“(1) Great British Railways and all passenger railway service operators have a duty to provide sufficient safe bicycle storage facilities at all stations that they operate.

(2) In this section ‘safe bicycle storage’ means cycle lockers or cycle hangers.

(3) For the purposes of this section, safe bicycle storage is sufficient if each railway station has—

(a) at least one safe bicycle storage facility on or adjacent to its premises, and

(b) at least one additional safe bicycle storage facility for every 30 vehicle parking spaces at the station.”

This new clause would require every station to have safe bike storage in place for passengers.

New clause 12—Welsh rail funding report and strategy—

“(1) Within one year of the passing of this Act, the Secretary of State must lay before Parliament a report setting out—

(a) an estimate of the cost of unfulfilled rail infrastructure enhancement and renewal need in Wales since 1 April 2000;

(b) a strategy to fulfil any need identified under paragraph (a).

(2) A report under subsection (1) must include a definition of “unfulfilled rail infrastructure enhancement and renewal”.”

This new clause requires a review of funding, including as needed to make up for rail infrastructure not developed since 2000.

New clause 13—Investment in rural areas in Wales—

“(1) Within six months of the passing of this Act, the Secretary of State must prepare and publish a strategy (‘the strategy’) to increase levels of investment in railway infrastructure enhancement in rural areas in Wales.

(2) The Secretary of State may revise or replace the strategy.

(3) The Secretary of State must consult the Welsh Ministers when preparing the strategy.

(4) The Secretary of State must receive the consent of the Welsh Ministers before publishing, revising or replacing the strategy.”

This New Clause would require the Secretary of State to publish a strategy on improving railway infrastructure enhancement investment in rural areas of Wales.

New clause 14—Passenger growth target—

“(1) The Secretary of State must set and publish a target to increase passenger numbers in Great Britain.

(2) The Secretary of State—

(a) must keep the target under review, and

(b) may revise or replace it.

(3) If the Secretary of State revises or replaces the target, the Secretary of State must publish the revised or replacement target.

(4) Great British Railways must, when exercising its statutory functions, have regard to—

(a) the target set by the Secretary of State under this section, and

(b) any strategy or policy of the Scottish Ministers relating to the growth of passenger numbers in Scotland.”

This new clause requires the Secretary of State to set a passenger growth target.

New clause 15—Travel facilities for rail staff—

“(1) Great British Railways must, following consultation with such trade unions as the Secretary of State may specify, provide free and discounted travel to persons who are—

(a) employed by GBR;

(b) employed by a subsidiary of GBR;

(c) employed by a company owned by GBR;

(d) employed by a company contracted to provide a service to GBR;

(e) employed by a company licensed to operate railway services on GBR infrastructure;

(f) employed by a railway services company owned by Scottish Ministers, Welsh Ministers or a devolved transport authority;

(g) employed by a company that is subcontracted to provide rail services to a rail company owned by Scottish Ministers, Welsh Ministers or a devolved transport authority; or

(h) any other person as the Secretary of State considers appropriate.”

This new clause would require the creation of an industry wide concessionary travel scheme for rail staff, and a requirement for that scheme to be consulted with the trade unions.

New clause 16—Reopening of services to underserved areas—

“(1) Great British Railways must establish a department for the purpose of identifying areas underserved and unserved by railway services.

(2) In meeting its purpose, the department must consider—

(a) options to restore and reopen any lines closed after March 1963, and

(b) the potential to add stations onto existing lines.

(3) The department must cooperate with relevant transport authorities.

(4) In subsection (3), relevant transport authorities means—

(a) Scottish Ministers;

(b) Welsh Ministers;

(c) in England—

(i) any—

(a) mayoral strategic authority,

(b) combined authority, or

(c) combined county authority

with responsibility for rail transport or integration of services with rail transport, and

(ii) in relation to Greater London, the Mayor of London.”

This new clause would require GBR to establish a department to look at options to reopen closed lines, or add new stations to existing lines, to increase service to underserved and unserved places.

New clause 17—Duty to consult certain Members of Parliament—

“(1) Great British Railways must consult certain Members of Parliament before making a decision within subsection (2).

(2) A decision is within this subsection if—

(a) it relates to railway passenger services or railway infrastructure, and

(b) in the opinion of Great British Railways, making that decision would have a significant effect on the economy of any area or on persons living, working or travelling in that area.

(3) In this section ‘certain Members of Parliament’ means any Member of the House of Commons who represents a parliamentary constituency that includes any part of an area as described in subsection (2)(b).”

This new clause would require Great British Railways (GBR) to consult MPs whose constituencies include areas likely to be affected by decisions made by GBR relating to passenger services or railway infrastructure.

New clause 18—Railway services: safeguarding accreditation scheme—

“(1) The Secretary of State must by regulations ensure that all operators of passenger railway services participate in a recognised safeguarding accreditation scheme.

(2) Any scheme under subsection (1) must be recognised by—

(a) the British Transport Police, or

(b) any other authority determined as suitable by the Secretary of State.

(3) Regulations under this section are subject to the affirmative procedure.”

This new clause requires all rail service operators to engage with a nationally recognised safeguarding scheme.

New clause 19—Railway workforce: dispute resolution—

“(1) The Secretary of State must by regulations make provision about railway workforce terms and conditions and dispute resolution.

(2) Regulations under this section may designate which terms and conditions for staff working on the railways require—

(a) consultation prior to agreement, or

(b) can be imposed without consultation.

(3) Any industrial disputes about arrangements under subsection (2) must be referred to a dispute resolution process.

(4) Any findings of a dispute resolution process under subsection (3) must be accepted and actioned in full including—

(a) any enforcement action to be taken;

(b) any award of the dispute resolution by all parties.

(5) Regulations under this section are subject to the affirmative procedure.”

This new clause would allow the Secretary of State to define which railway workforce terms and conditions can be imposed, and which must be agreed, and for any that must be agreed, to refer disputes to binding dispute resolution.

New clause 20—Duty to integrate across modes of transport—

“In exercising any of their functions under this Act, the Secretary of State and Great British Railways must seek to promote the integration of railway passenger services with—

(a) bus and coach services,

(b) tram and light rail, and

(c) micromobility.”

This new clause puts a duty on Great British Railways and the Secretary of State to promote the multimodal transport integration with rail.

New clause 21—Transfer schemes relating to open access operators—

“(1) The Secretary of State must make one or more schemes under which persons who are employees of open access operators (‘open access employees’) may become employees of GBR.

(2) Any scheme under this section must—

(a) include provision that is the same as, or similar to, provision made by the Transfer of Undertakings (Protection of Employment) Regulations 2006 (S.I. 2006/246);

(b) provide that open access employees may become employees of GBR in the event that their employer ceases to operate.

(3) Paragraph 2(b) applies regardless of whether GBR has taken over operation of any services previously run by the employer of those open access employees.”

This new clause would enable employees of open access operators to transfer to GBR under TUPE should those operators cease to run services.

New clause 22—Duty to provide step-free access—

“(1) Within six months beginning on the day on which this Act is passed, the Secretary of State has a duty to approve such works as are necessary to enable step-free access to all platforms at qualifying stations served by any GBR passenger service.

(2) In this section, a station is a qualifying station if—

(a) in any given year, at least one million passengers—

(i) start a rail journey,

(ii) end a rail journey, or

(iii) transfer between passenger train services

at the station; and

(b) on the day on which this Act is passed, there is not step-free access to all platforms at the station.”

This new clause requires the Secretary of State to approve work on ensuring stations serving more than one million passengers a year are step-free.

New clause 23—Accessibility strategy for the railway network—

“(1) Within one year beginning on the day on which this Act is passed, the Secretary of State must publish and lay before Parliament an accessibility strategy for the railway network (‘the strategy’).

(2) The purpose of the strategy is to describe how the railway will be made accessible for all passengers by the end of the period of ten years beginning on the day on which the strategy is published, having particular regard to disabled persons.

(3) The strategy must include—

(a) a timetable and programme of works for delivering permanent step-free access at all stations and to all platforms;

(b) measures for ensuring accessible rolling stock, interchange, and station facilities;

(c) an assessment of costs and funding requirements to meet the purposes of paragraphs (a) and (b);

(d) a plan for monitoring progress against any goals set in the strategy, including through annual reporting to Parliament; and

(e) arrangements for consultation with such disabled persons’ organisations and other persons as the Secretary of State may designate.

(4) The strategy must not consider any reasonable adjustment for disabled persons as a substitute for the provision of permanent step-free access at all stations and to all platforms.

(5) Arrangements under paragraph (3)(e) must include consultation throughout the development, implementation, and review of the strategy, including involvement in design and delivery of any activity proposed by the strategy.”

This new clause would require the Secretary of State to prepare a ten-year railway accessibility strategy, within one year of the passage of the Bill.

New clause 24—Regional railway services passenger organisations—

“(1) The Secretary of State must, by regulations, establish a passenger organisation for each region in which Great British Railways operates (‘GBR regions’).

(2) Any user of railway services who is resident in, or who regularly uses services within, a region may join the regional passenger organisation established under subsection (1) for that region.

(3) The purpose of each regional passenger organisation is to represent passenger interests, including representation of passengers’ expertise to management boards of GBR regions.

(4) Regulations under this section must provide for the governance of each regional passenger organisation, including that members of each organisation must elect a chair and officers, under arrangements made by the Secretary of State.

(5) The Secretary of State must take all reasonable steps to ensure that officers elected under subsection (4) include a proportionate representation of groups protected under the Equality Act 2010.

(6) The Secretary of State must assess and publish an annual report on any steps taken under subsection (5).

(7) No less than one-third of any regional board established to govern or oversee Great British Railways must comprise representatives of regional passenger organisations, including a proportionate representation of disabled passengers.

(8) Any representative to which subsection (7) applies—

(a) must be elected to that post by a basic majority of members of the organisation, and

(b) may vote on any decision made by that board.

(9) Regulations under this section must create a disabled people’s committee as part of each regional passenger organisation, with a majority of disabled people, to serve in an expert advisory and supervisory capacity to the regional passengers organisation and the GBR regions.

(10) Regulations under this section are subject to the affirmative procedure.”

This new clause requires the Secretary of State to establish regional passengers groups in each region in which GBR operates, with the purpose of representing passengers' interests and putting forward passengers' expertise.

New clause 25—National passengers group—

“(1) The Secretary of State must, by regulations, establish a national passengers group (‘the group’), comprising representatives of each regional passenger organisation under section [Regional railway services passenger organisations].

(2) The purposes of the group under subsection (1) are to—

(a) facilitate engagement with regional passenger organisations on national rail proposals,

(b) act as a body that the Secretary of State and GBR must consult on national rail proposals, and

(c) provide oversight and scrutiny to the regulatory work of the Passengers’ Council.

(3) Regulations under this section must provide for the governance of the group, including that members of the group must elect a chair and officers, under arrangements made by the Secretary of State.

(4) The Secretary of State must take all reasonable steps to ensure that officers elected under subsection (3) include a proportionate representation of groups protected under the Equality Act 2010.

(5) The Secretary of State must assess and publish an annual report on any steps taken under subsection (4).

(6) Any national board established to govern or oversee Great British Railways must comprise at least one-third representatives of this national passenger organisation, including a proportionate representation of disabled passengers.

(7) Any representative of the group to which subsection (6) applies—

(a) must be elected to that post by a basic majority of members of the group, and

(b) may vote on any decision made by that board.

(8) Regulations under this section must create a National Accessibility Panel as part of the national passengers’ organisation, with a majority of disabled people, to serve in an expert advisory and supervisory capacity to the national passengers group and the national GBR board.

(9) Regulations under this section are subject to the affirmative procedure.”

This new clause requires the Secretary of State to establish a new national passengers group made up of representatives of regional passenger organisations and requires that the group is represented on a GBR national board.

New clause 26—Transfer of employees to GBR—

“(1) For the purpose of meeting GBR’s function in section 3(1)(i) of this Act, the Secretary of State must make one or more schemes under which persons who hold employment for—

(a) Network Rail,

(b) any franchise operated by DfT Operated Ltd, or

(c) any franchise operated by a rail company under a contract with the Department for Transport,

become employees of GBR.

(2) A scheme made under this section must in particular include provision that is the same as, or similar to, the provision made by the Transfer of Undertakings (Protection of Employment) Regulations 2006 (S.I. 2006/246).”

This new clause is consequential on Amendment 64 and enables for the transfer of employees to GBR from Network Rail and DfT-operated franchises.

New clause 27—Pension schemes—

“(1) Within three months of this Act receiving Royal Assent, the Secretary of State must make regulations relating to active members of the Railway Pension Scheme who joined the scheme after 4 November 1993.

(2) Regulations made under subsection (1) must—

(a) provide that any person who—

(i) is an active Member of the Railway Pension Scheme,

(ii) joined that section of the Railways Pension Scheme after 4 November 1993, and

(iii) becomes an employee of GBR through arrangements made under this Act,

remains a member of the Railway Pension Scheme under terms and benefits that are no less favourable than those terms and benefits received by the person prior to the passing of this Act;

(b) provide that persons employed by GBR are eligible to join either—

(i) the Railway Pension Scheme, or

(ii) any other scheme, provided that the terms and benefits of that scheme are equivalent to the Railway Pension Scheme.

(3) Regulations under this section are subject to the affirmative resolution procedure.”

This new clause would provide that employees of GBR, or those transferred into GBR, can continue to access the Railways Pension Scheme or a pension scheme providing equivalent benefit.

New clause 28—Season ticket discount—

“(1) Great British Railways must provide a scheme enabling persons who are—

(a) under the age of 25, and

(b) enrolled in full-time education at a recognised educational institution

to access a discounted season ticket for travel on railway passenger services provided by participants in the scheme.

(2) A discounted season ticket under this section—

(a) must cost no less than a third of the price of the full-price season ticket provided by Great British Railways, and

(b) may be limited to allow travel only between the holder of the season ticket’s residence and recognised educational institution.

(3) ‘recognised educational institution’ means any body under the Education (Recognised Bodies) (England) Order 2020.”

New clause 29—Duty to co-operate—

“(1) The Secretary of State may direct Great British Railways to co-operate with transport authorities and other specified persons where such cooperation would—

(a) reduce transport disruption, and

(b) ensure the effective operation of transport networks.

(2) Before the end of 12 months of the passing of this Act and every subsequent 12 months, the Secretary of State must lay before both Houses of Parliament an annual report on any direction that has been taken under subsection (1).

(3) The report must include—

(a) an assessment of expected transport disruption resulting from—

(i) maintenance;

(ii) construction;

(iii) any other work;

related to railways infrastructure operated by Great British Railways and ancillary services.

(4) The report must be laid before both Houses of Parliament.”

This new clause gives the Secretary of State the power to direct GBR to co-operate with transport authorities to ensure the effective operation of transport networks and to reduce disruption.

New clause 30—Accessible rail strategy—

“(1) Within 12 months of the passing of this Act and before the end of each subsequent period of 10 years, Great British Railways must publish a strategy on accessible rail.

(2) Each strategy under subsection (1) must set out required services standards for stations operated by Great British Railways.

(3) Services standards under section (2) must include targets for the—

(a) percentage of stations with step free access,

(b) number of days per year on which lifts at each station are operational,

(c) number of stations at which passenger assistance is available.

(4) Before the end of 12 months beginning with the publication of a strategy under subsection (1), and before the end of every subsequent 12 months, Great British Railways must publish a report on performance against the strategy.

(5) Any report under subsection (4) must be laid before both Houses of Parliament.”

This new clause mandates that Great British Railways publish an accessibility strategy every ten years to monitor and improve accessibility across the rail network, and that GBR reports annually on its progress against the accessibility strategy.

New clause 31—Service changes: consultation—

“(1) Before making any planned changes to passenger services, Great British Railways must—

(a) publish a statement on the compatibility of the changes with—

(i) its functions under Section 1;

(ii) its regard to strategies under Section 16;

(b) publish notice of the impact of the changes on any station or routes;

(c) make provision for compensation claims for passengers affected by the changes;

(d) consult—

(i) local stakeholders,

(ii) passenger groups, and

(iii) groups representing those with accessibility requirements

about those changes.

(2) In this section, ‘service changes’ has such meaning as the Secretary of State must by regulations specify, provided that it includes changes to rail—

(a) timetables;

(b) routes;

(c) service capacity.

(3) Regulations under this section must specify the framework for any compensation under subsection 1(c).

(4) Regulations under this section are subject to the affirmative resolution procedure.”

This new clause sets out requirements for Great British Railways to ensure any planned changes to passenger services are only made with due consideration of its objectives and following communication with stakeholders.

New clause 32—Nationally significant infrastructure projects—

“(1) An application for a nationally significant infrastructure project may not be proceeded with unless the Secretary of State has published a report on the impact of the project on rail infrastructure and services.

(2) A report under subsection (1) must consider—

(a) capacity of the rail network,

(b) the potential need for new lines or services,

(c) level crossings, and

(d) the accessibility of the rail network.

(3) The report must be laid before Parliament prior to a decision being made on the application.

(4) In this section, ‘nationally significant infrastructure project’ has the meaning given in section 14 of the Planning Act 2008.”

This new clause requires the Secretary of State to review provision of rail infrastructure and services before an application for a nationally significant infrastructure project can be approved, to ensure the rail network remains able to meet the needs of passengers.

New clause 33—Rail devolution: Wales—

“(1) Schedule 7A of the Government of Wales Act 2006 is amended as follows.

(2) In Section E2 (Rail Transport), omit paragraph 117.

(3) Within two years of this Act receiving Royal Assent, the Secretary of State must lay before both Houses of Parliament regulations providing for the transfer of functions relating to rail services in Wales to Welsh Ministers.

(4) The functions transferred under subsection (3) must include, but are not limited to, responsibility for—

(a) railway infrastructure in Wales;

(b) the specification, provision and regulation of railway passenger services in Wales;

(c) the development, publication and implementation of a Welsh Rail Strategy;

(d) the funding, planning, delivery and maintenance of rail enhancement and renewal projects in Wales; and

(e) the regulation of access, capacity, charging and performance arrangements for rail infrastructure in Wales.

(5) No regulations may be made by the Secretary of State under this section unless they have been laid in draft before, and approved by, both Houses of Parliament.

(6) On the same day that the regulations specified in subsection (3) are laid before Parliament, the Secretary of State must also publish a statement of rail funding detailing the additional funding to the Welsh Consolidated Fund that will be made by His Majesty's Government as a result of rail devolution.

(7) This section comes into force on the day this Act receives Royal Assent.”

New clause 34—Mutual and co-operative structures—

“(1) Great British Railways must publish a report on the potential benefits to passenger railways services of mutual and co-operative corporate structures.

(2) The report under subsection (1) must consider the impact of mutual and co-operative corporate structures on employee engagement and governance.

(3) The report must be laid before each House of Parliament within six months of this Act being passed.”

This new clause requires GBR to explore and consider mutual and cooperative corporate structures with regards to employee engagement and governance.

New clause 35—Duty to consider capacity at Ely Junction—

“(1) In exercising functions under section 17 (rail freight target) and section 15 (rail strategy), the Secretary of State must have regard to the need to increase capacity at Ely Junction.

(2) The rail strategy prepared under section 15 must—

(a) identify Ely Junction as a capacity constraint of national strategic importance for freight and passenger services, and

(b) set out how the Secretary of State will work with Great British Railways and other relevant bodies to address that constraint.

(3) Within twelve months beginning on the day on which this Act is passed, the Secretary of State must lay before Parliament a report on progress towards resolving capacity constraints at Ely Junction.”

This new clause would require the Secretary of State, when setting the rail freight target and preparing the statutory rail strategy, to treat Ely Junction as a nationally significant capacity constraint and to report to Parliament on progress in addressing it.

New clause 36—Remembrance Sunday ticket fare exemption—

“(1) The Secretary of State must make regulations which require Great British Railways to provide a scheme enabling persons under subsection (2) to travel for free on railway passenger services to and from events that commemorate Remembrance Sunday.

(2) Regulations under this section must include a person who—

(a) is a member of the armed forces;

(b) has been a member of the armed forces; or

(c) is a widow, widower, or one direct family member of any member of the armed forces who has died in the course of their service.

(3) Regulations under this section must apply the provision of paragraph (2)(c) in such a way that one person is entitled to free travel for each member of the armed forces to which that paragraph applies.

(4) ‘armed forces’ as set out in subsection (2) means any of His Majesty’s forces (within the meaning of the Armed Forces Act 2006).”

This new clause would require the Secretary of State to make a travel fee exemption for journeys to and from Remembrance Sunday events for armed forces personnel, armed forces veterans and one representative of a deceased armed forces member across all Great British Railways passenger services.

New clause 37—Train frequency duty—

“(1) The Secretary of State must undertake a public consultation on the frequency of Great British Rail services.

(2) The consultation under subsection (1) must consider the appropriate frequency of train services to ensure services meet local need.

(3) The Secretary of State must publish a report on the outcome of the consultation under subsection (1) within one year beginning on the day on which this Act is passed.

(4) The report under subsection (3) must—

(a) propose a frequency of rail services that will meet local need;

(b) include proposals for continuous engagement with local communities about the frequency of rail services for those communities.

(5) Before the end of the period of six months beginning on the day on which a report under subsection (3) is published, the Secretary of State must by regulations provide for a duty on Great British Railways to provide the frequency of train services as set out in that report (‘the duty’).

(6) Within one year following the making of regulations under subsection (5), and once per year thereafter, the Secretary of State must publish a report on—

(a) the extent to which Great British Rail has met the duty under such regulations;

(b) where the duty is not being met, any proposed changes to Great British Rail services to better allow the duty to be met.

(7) Regulations under this section are subject to the affirmative resolution procedure.”

This new clause would require the Secretary of State to undertake a public consultation and the regular reporting and monitoring of train frequency to ensure timetabling reflects the needs of local communities.

New clause 38—Accessible ticket machines—

“(1) The Secretary of State must by regulations make provision about the accessibility of ticket machines in all stations used by Great British Railways passenger services.

(2) Regulations made under this section must provide that all stations used by Great British Railways passenger services have at least one ticket machine that meets necessary accessibility requirements for wheelchair users.

(3) Regulations made under this section must provide that all ticket machines—

(a) offer all ticket types available across all Great British Railways passenger services;

(b) have the same user interface;

(c) include accessibility options for passengers with sight or hearing loss; and

(d) include the same language options as ticket machines operated by Transport for London.

(4) Regulations under this section are subject to the affirmative resolution procedure.”

This new clause would require the Secretary of State to mandate the use of the same ticketing machine across all Great British Railways passenger service stations, introduce a minimum number of accessible ticket machines per station and offer the same ticketing options across the network for passengers and tourists.

New clause 39—Passengers’ Council Board—

“(1) The Secretary of State must appoint a board of the Passengers’ Council.

(2) The persons appointed to the board by the Secretary of State must include a minimum of two disabled persons.”

This new clause would ensure representation of disabled people on the Board of the Passengers’ Council.

New clause 40—Population change: railway services—

“(1) Great British Railways and the Secretary of State have a duty to provide railway services for an area or at a station proportionate to any increase in population of the area served by that station.

(2) For the purposes of this section, a population increase includes any change in residency of an area that is either—

(a) permanent, or

(b) seasonal.

(3) In this section ‘seasonal’ means any period, or periods, of at least seven days where in the opinion of Great British Railways it is reasonably predictable that the population of an area will increase relative to the population during any time that is not the period in question.

(4) Great British Railways and the Secretary of State must consider provision of—

(a) infrastructure,

(b) rolling stock

(c) services, and

(d) any further investment necessary

for the purpose of meeting the duty under this section.”

This new clause would put a duty on GBR and the Secretary of State to ensure that rail services respond proportionately to any permanent or seasonal increases in population in areas.

New clause 41—Contribution of rail to environmental targets: report—

“(1) Within twelve months beginning on the day on which this Act is passed, and before the end of each period of twelve months thereafter, the Secretary of State must lay before Parliament a Report on the contribution of rail and rail travel in the UK to the reduction of global greenhouse gas emissions to net zero at a rate consistent with—

(a) meeting the UK carbon account target for 2050, as provided for in section 1 of the Climate Change Act 2008;

(b) limiting the global mean temperature increase to 1.5 degrees Celsius compared to pre-industrial levels, as defined by the Intergovernmental Panel on Climate change.

(2) A report under this section must include recommendations to Great British Railways for any actions to increase the contribution of rail to the goals in paragraphs (1)(a) and (1)(b).”

This new clause would require the Secretary of State to report to Parliament annually on the contribution of UK rail to net zero and climate change goals.

New clause 42—Assessment of passing loop at Tisbury—

“(1) The Secretary of State must undertake an assessment of the potential benefits of constructing a passing loop at Tisbury on the West of England line.

(2) The assessment must consider the potential benefits to—

(a) reliability of services on, and

(b) capacity of

West of England line railway services that pass through Tisbury.

(3) The Secretary of State must publish a report containing an assessment under this section within 12 months beginning on the day on which this Act is passed.”

This new clause would require the Secretary of State to undertake an assessment of the potential benefits of constructing a new passing loop at Tisbury.

New clause 43—Provision of food and drink—

“(1) Great British Railways has a duty to provide food and drink on all qualifying GBR services.

(2) A GBR service is a qualifying service if it has a journey time of at least one hour from the station from which the service first departs to the station at which it terminates.

(3) In meeting the duty under this section, Great British Railways may provide food and drink through such means as it considers appropriate.”

New clause 44—Great British Railways: cyber security and technology strategy—

“(1) Great British Railways must publish a cyber security and technology strategy (‘the strategy’).

(2) The strategy must set out how Great British Railways will—

(a) use emerging technologies, including artificial intelligence, to innovate in respect of its operations and services,

(b) develop resilience for rolling stock and critical systems in line with industry and international standards, and

(c) increase the use of technology to improve passenger experience and services including—

(i) WiFi access,

(ii) digital ticketing,

(iii) real time information systems, and

(iv) accessibility for passengers with sight or hearing loss.

(3) Great British Railways must publish an annual report describing progress that has been made against the strategy and any challenges that have arisen in delivering the strategy.”

This new clause would require GBR to publish a cyber security and technology strategy, as well as an annual report on progress.

New clause 45—Great British Railways Governance—

“(1) This section applies to a person who—

(a) works for, or

(b) has a financial interest in

a private company involved in the railway sector.

(2) A person under subsection (1) is ineligible for appointment to positions within the governance structures of Great British Railways, including—

(a) any Board of GBR,

(b) any regional Boards that oversee GBR at a regional level,

(c) Passengers’ Council, and

(d) Office of Rail and Road.”

This new clause requires that people who work for private companies involved in the railway sector or who hold a financial interest in the railway sector are ineligible for participation in the governance of GBR, including on the board of national GBR and in regional GBR boards.

New clause 46—Review of passenger safety—

“(1) Within six months beginning on the day on which this Act is passed, the Secretary of State must undertake a comprehensive review of passenger safety.

(2) A review under this section must in particular have regard to the safety of women and disabled people.

(3) The review must consider—

(a) staffing levels at railway stations and on board trains, including for late-night services and other services which in the opinion of the Secretary of State give rise to a higher risk to passenger safety;

(b) lighting in waiting areas;

(c) opening hours and accessibility of help points;

(d) CCTV coverage at stations and on trains;

(e) the potential merits of introducing real-time reporting applications for incidents where a passenger is harassed or otherwise is unsafe, and an associated rapid response protocol following a notification being made to an appropriate authority via such an application;

(f) public awareness of methods to report concerns about safety, including the British Transport Police text facility;

(g) the potential merits of providing a dedicated phone number that allows passengers to directly contact the next station on the line to report incidents or safety concerns;

(h) coordination of travel connections from stations at night, including between rail operators, local public transport and licensed taxi services;

(i) the potential merits of increasing, where it is practicable, patrols of trains and stations by train managers, guards or other appropriate persons for the purposes of identifying incidents, supporting accessibility, and promoting passenger safety.

(4) Where the review recommends any action to improve passenger safety, the Secretary of State and Great British Railways must make all reasonable efforts to implement that action.

(5) In this section, ‘appropriate persons’ has such meaning as the Secretary of State may specify, provided that it may have different meanings for different purposes.”

This new clause would require the Secretary of State to review ways to improve passenger safety. It sets out the content of such a review, and requires the Secretary of State and GBR to take reasonable steps to implement the review’s recommendations.

New clause 47—Free train travel for 16 to 18-year olds in education or training—

“(1) Great British Railways must provide for a scheme enabling persons who are—

(a) aged 16, 17 or 18, and

(b) either—

(i) enrolled in full-time education or training at a recognised educational institution, or

(ii) undertaking an apprenticeship

to travel for free on railway passenger services subject to the condition in subsection (2).

(2) The condition is that the travel undertaken must be between a person’s residence and either—

(a) in the case of paragraph (1)(b)(i), the recognised educational institution at which the person is enrolled, or

(b) in the case of paragraph (1)(b)(ii), any place at which the person is employed, or undertakes any training relating to that employment.

(3) In this section ‘recognised educational institution’ means any body under the Education (Recognised Bodies) (England) Order 2020.”

New clause 51—Long-term freight access agreements—

“(1) Great British Railways may enter into long-term access agreements with—

(a) Freight operating companies, and

(b) Persons developing, owning or operating rail-connected logistics facilities.

(2) An agreement under this section may be granted for a period exceeding 5 years where the ORR is satisfied that the agreement—

(a) Supports the rail freight target set under section 17, and

(b) Does not unduly restrict network capacity for other users.”

This amendment would allow GBR to enter into long-term access arrangements for freight.

New clause 52—Purpose of Great British Railways—

“(1) The purpose of Great British Railways is defined by the following objectives—

(a) prioritising the needs of Great British Railways passengers in decision-making,

(b) delivering reliable, safe and accessible railway passenger services,

(c) providing value for money for passengers and taxpayers, including consideration of the affordability of fare prices,

(d) increasing passenger numbers and growing usage of the network year-on-year,

(e) expanding and improving the network, including services, connectivity, and restoring or adding routes,

(f) modernising working practices and innovating to improve productivity, efficiency, and passenger experience,

(g) supporting economic growth, national productivity and improving connections between towns, cities and employment centres,

(h) improving the experience of disabled and vulnerable passengers and ensuring consistent access to assistance,

(i) ensuring fair and transparent treatment of open access, freight and devolved operators when allocating access and charges,

(j) growing rail freight, including supporting delivery of the national freight growth target,

(k) strengthening the financial sustainability of the railways, reducing reliance on operating subsidy over time,

(l) integrating track and train, simplifying structures, and avoiding duplication, and

(m) supporting multimodal integration with buses, trams and local transport networks.

(2) The Secretary of State and Great British Railways must have regard to the purpose set out in subsection (1) in exercising their functions under this Act.”

This new clause defines Great British Railways’ purpose.

New clause 53—Great British Railways: Key Performance Indicators—

“(1) Within six months beginning on the day on which this Act is passed, the Secretary of State must lay before Parliament a framework of key performance indicators for Great British Railways (the ‘framework’).

(2) The framework must include targets for each of the following key performance indicators—

(a) reliability, including punctuality, cancellations, short-forming, delays and the reliability of key connections,

(b) safety and security, including safety incidents, security incidents affecting passengers, staff presence, and delivery of safety-critical maintenance,

(c) comfort and on-board experience, including cleanliness, functioning of heating, air-conditioning, and lighting, overcrowding, availability and performance of an internet connection, power sockets and toilet facilities,

(d) affordability and value for money, including the level of fares, availability of discounted fares, availability of flexible fares, transparency of information about fares, and passenger perception of value for money,

(e) passenger growth and network expansion including growth in passenger numbers, number of communities served, service frequency, and provision of new or restored services,

(f) financial sustainability, efficiency and productivity including operating subsidy levels, productivity improvements, delivery of projects on time and on budget, simplification of processes, including an explicit savings target set by the Secretary of State, and

(g) freight growth and performance including rail freight volumes, punctuality, reliability, allocation of freight paths and capacity at pinch points.

(3) Within three months of the end of each financial year, Great British Railways must publish a report on its performance against each part of the framework under subsection (2) during the previous financial year.

(4) The Secretary of State must lay any report required by subsection (3) before Parliament.”

This new clause requires the Secretary of State to set a statutory KPI framework for Great British Railways.

New clause 54—Working Practices and Productivity Modernisation Framework—

“(1) Within 12 months of the passing of this Act, the Secretary of State must publish a Working Practices and Modernisation Framework (‘the Framework’).

(2) The Framework must include measures to—

(a) enable all passenger routes to be planned and delivered as a seven-day service, within the pay and conditions for standard working hours;

(b) enable drivers to operate train doors without additional payments in locations where this is not yet standard practice;

(c) require Great British Railways to establish a train driving school with updated training methods, with the purposes of reducing route-knowledge training times and increasing driver availability;

(d) end practices including—

(i) short-notice holiday approvals;

(ii) dependency on overtime to compensate for sickness absence or annual leave;

(iii) the prohibition on driving more than one journey over the same rails;

(e) introduce multi-disciplinary and flexible maintenance teams in GBR;

(f) support the adaptation of drone-based and digital inspection of railway infrastructure;

(g) prohibit unnecessary delays in introducing new rolling stock arising from route-learning requirements or working practices that exceed what is reasonably required for the safe operation of the railway, ensuring new fleets can deploy when manufactured;

(h) permit driver managers to drive trains when required;

(i) require maintenance and operational teams based in specified areas to assist teams in neighbouring areas;

(j) prevent the Secretary of State from awarding general pay rises to any area of the rail workforce where—

(i) workforce productivity has fallen, or

(ii) where actions required in the Framework have not been implemented.

(3) Great British Railways has a duty to secure compliance with the Framework.

(4) Where the duty on Great British Railways under subsection (3) applies in respect of services which are run by any person other than Great British Railways, Great British Railways must fulfil the duty via access agreements with the person running those services.

(5) Within 12 months of this Act coming into force and within every subsequent 12 months, Great British Railways must publish an annual report on the measures in the Framework.

(6) Any report produced under subsection (5) must include—

(a) a summary of measures taken to reform the rail workforce as a result of provisions of the Framework;

(b) data on—

(i) workforce productivity,

(ii) cost savings,

(iii) changes in overtime expenditure, and

(iv) reasons for any delays in implementation of the provisions of the Framework.

(7) The Secretary of State must lay before Parliament a copy of any report produced under subsection (5).

(8) The Secretary of State may issue directions to Great British Railways under section 7 of this Act where, in the opinion of the Secretary of State, it has not met its duty under subsection (3).”

This new clause makes provision for a Working Practices and Productivity Modernisation Framework.

New clause 56—Anti-social noise—

“(1) Within six months of the passing of this Act, the Secretary of State must by regulations make provision to prohibit any individual on passenger rail services from purposefully playing content with audio from personal electronic devices without the use of headphones in such a way that causes a disturbance to other passengers.

(2) The regulations must ensure that any person that contravenes the prohibition set out under subsection (1) is liable to a fine not exceeding level 3 on the standard scale set out in Section 122 of the Sentencing Act 2020.

(3) Regulations under this section are subject to the affirmative resolution procedure.”

This new clause would require the Secretary of State to introduce statutory regulations on the use of electronic audio devices on rail services.

New clause 57—Ticketing and Settlement Agreement—

“(1) Within six months of the passing of this Act, the Secretary of State must by regulations establish a Ticketing and Settlement Agreement (‘the agreement’).

(2) The agreement must set out the—

(a) opening hours, and

(b) range of products sold,

at any ticket office operated by Great British Railways or the Department for Transport Operator.

(3) The agreement must include all measures set out in Schedule 17 of any Ticketing and Settlement Agreement in place on the day on which this Act is passed.

(4) Changes may only be made to the agreement regarding opening hours or the range of products sold if—

(a) an equality impact assessment, and

(b) consultation process

has been undertaken by the relevant passenger body.

(5) Regulations under this section must establish a process for challenging any changes proposed under subsection (4).

(6) The Secretary of State must decide on any challenge made under subsection (5).”

New clause 58—Metroisation—

“(1) Within six months beginning on the day on which this Act is passed, the Secretary of State must prepare, publish and lay before Parliament a rail metroisation strategy.

(2) The purposes of a strategy under this section must include increasing the proportion and number of passenger journeys under 10 kilometres undertaken using metropolitan rail services.

(3) The strategy under this section must—

(a) include proposals—

(i) for cooperation between Great British Rail, the Secretary of State, local planning authorities and mayors for the purpose of developing and delivering metropolitan rail services;

(ii) for the funding of those services;

(iii) for the development of local metroisation area plans by local planning authorities and mayoral authorities;

(iv) for provision of multimodal ticketing across transport within the area served by any metropolitan rail services;

(b) specify the governance arrangements for metropolitan rail services provided for by a corporation under subparagraph (a)(i).

(4) For the purpose of this section—

‘local metroisation area plan’ means a plan for the delivery of rail services and ancillary services to an area served by metropolitan rail provision, including—

(a) the intended outcome of the provision of such services;

(b) station access and interchange arrangements;

(c) the funding model for those services;

(d) a projection of CO2 emissions per passenger kilometre travelled using the relevant metropolitan rail provision;

‘mayoral authorities’ means—

(a) a mayoral combined authority within the meaning given by section 107A(8) of the Local Democracy, Economic Development and Construction Act 2009, or

(b) a mayoral combined county authority within the meaning given by section 27(8) of the Levelling-up and Regeneration Act 2023;

‘metropolitan rail services’ means rail services that start and end within an area with a radius of 25 km from a designated point within a local authority or mayoral authority area.”

This new clause requires the Secretary of State to produce a strategy for rail metroisation, including cooperation with mayoral authorities to deliver that metroisation.

New clause 59—GBR contribution to town growth—

“Great British Railways may enter into a joint venture or partnership vehicle with a mayoral development corporation for the purpose of delivering rail infrastructure and services to town growth zones, station investment zones, or new green towns promoted by, or otherwise connected with, that mayoral development corporation.”

This new clause would enable GBR to enter into agreements with mayoral development corporations to deliver rail to areas of new local growth.

Government amendments 92 and 93.

Amendment 50, in clause 3, page 2, line 19, at end insert

“on an equal basis via any means of sale, including online and at station ticket offices,”.

This amendment would give GBR a statutory function to ensure that passenger fares must be sold at ticket offices on the same basis as online.

Amendment 1, page 2, line 26, at end insert—

“(h) complying with the provisions of the Passengers’ Charter laid under section [Passengers’ Charter]”.

This amendment is consequential on NC1.

Amendment 56, page 2, line 26, at end insert—

“(h) ensuring the safety, including safety from assault, of all GBR and non-GBR employees that facilitate railway services, and

(i) ensuring that there are safe staffing levels to facilitate railway services.”

Amendment 64, page 2, line 26, at end insert—

“(h) acting as the single employer of all persons currently employed by—

(i) Network Rail,

(ii) franchises operated by DfT Operator Limited,

(iii) franchises operated by rail companies under contracts for passenger rail services between those companies and the Department for Transport, and

(iv) such other companies operating or facilitating rail services as the Secretary of State may specify, provided that any such specification is made following consultation with and with the agreement of relevant trade unions.”

This amendment would add to GBR’s statutory functions a duty to act as a single employer for all rail workers transferring into it from Network Rail and DfT franchises, and for persons employed by rail companies wholly owned by Scottish and Welsh Ministers to be transferred into GBR subject to the agreement of those ministers.

Amendment 2, page 2, line 31, at end insert—

“(2A) Great British Railways’ function under subsection (1)(d) must be exercised in accordance with the findings of the report published under section [Report on Great British Railways’ ticketing function].”

This amendment is related to NC6 and requires that GBR exercises its ticketing function in accordance with the findings of the report detailed in that new clause.

Amendment 5, page 3, line 4, at end insert—

“(4A) Great British Railways must, when exercising its statutory functions, seek to increase passenger traffic on railways.

(4B) Great British Railways must set and publish targets in relation to subsection (4A).”

This amendment would require Great British Railways to exercise its statutory functions with a view to increasing passenger numbers.

Amendment 89, in clause 5, page 4, line 2, at end insert—

“(a) Where no arrangement between Great British Railways and a relevant local authority exists, the relevant local authority may appeal under Section 67 a decision made by Great British Railways affecting passenger rail services within its boundary.”

Amendment 166, page 4, line 15, at end insert—

“(d) a regional railway undertaking that is nominated by any other body that is a relevant local government body for the purposes of this subsection.

(6) For the purposes of this section, a ‘regional railway undertaking’ means a company that is—

(a) wholly owned by a relevant local government body, or

(b) limited by guarantee.”

This amendment would ensure that a devolution agreement could be reached with a devolved railway body whose geographic coverage may vary from current mayoral area boundaries.

Government amendments 94 and 95.

Amendment 150, in clause 7, page 5, line 4, at end insert—

“(1A) A direction under this section may only be given as a last resort, and only if the executive head of Great British Railways has had to be removed because Great British Railways is failing to comply with its key performance indicators as set out in section [Great British Railways: Key Performance Indicators].”

This amendment limits the Secretary of State’s power to give directions to Great British Railways to a last resort.

Amendment 46, page 5, line 27, at end insert—

“(5A) The Secretary of State must provide a copy of a direction, variation or revocation published in accordance with subsection (5) to the Transport Select Committee of the House of Commons.

(5B) References in this section to the Transport Committee of the House of Commons—

(a) if the name of that Committee changes, are references to that Committee by its new name, and

(b) if the functions of that Committee (or substantially corresponding functions) become functions of a different Committee of the House of Commons, are to be treated as references to the Committee by which the functions are exercisable.”

This amendment would require that any published direction, or variation or revocation of a direction, issued to Great British Railways by the Secretary of State is provided to the Transport Committee of the House of Commons.

Amendment 151, in clause 9, page 6, line 35, at end insert—

“(1A) The Secretary of State may only give guidance under this section if—

(a) the Secretary of State has drawn to Great British Railways’ attention that Great British Railways is not meeting a key performance indicator set out in section [Great British Railways: Key Performance Indicators], and

(b) Great British Railways has not, in the opinion of the Secretary of State, taken action to remedy this failing within the period of two months.”

This amendment would restrict the Secretary of State’s ability to issue guidance to GBR to circumstances where GBR was failing to meet a key performance indicator as specified in NC53.

Amendment 152, in clause 10, page 7, line 8, at end insert—

“(1A) The Scottish Ministers may only give guidance under this section if—

(a) Scottish Ministers have drawn to Great British Railways’ attention that Great British Railways is not meeting a key performance indicator set out in section [Great British Railways: Key Performance Indicators], and

(b) Great British Railways has not taken action to remedy this failing within the period of two months.”

This amendment would restrict Scottish Ministers’ ability to issue guidance to Great British Railways to circumstances where Great British Railways was failing to meet a key performance indicator as specified in NC53.

Amendment 28, in clause 13, page 7, line 27, at end insert

“, including the levying of charges on providers of railway rolling stock.”

This amendment ensures that the charges GBR may impose include possible levies on rolling stock companies.

Amendment 37, in clause 15, page 8, line 22, after “publish” insert “lay before Parliament”.

This amendment would require the Secretary of State to lay the Rail Strategy before Parliament.

Amendment 4, page 8, line 23, at end insert

“for the next 30 years for”.

This amendment would ensure that the rail strategy set out in Clause 15 must cover a 30-year period.

Amendment 55, page 8, line 26, at end insert—

“(c) the expansion of the railway network to rural population settlements that are currently not served by the railway, and

(d) co-operation between GBR and relevant local and regional transport authorities, for the purpose of integrating railways with bus services and active travel options including cycling routes and walking routes.”

This amendment would require that the rail strategy to include measures to support rail travel in rural areas, and measures to better integrate rail travel with other travel options, including active travel.

Amendment 68, page 8, line 26, at end insert—

“(c) resolving key capacity constraints of national strategic importance, including Ely Junction.”

This amendment is related to NC35. It would require that the Rail Strategy includes consideration of key capacity constraints, and include Ely Junction as such a constraint.

Amendment 72, page 8, line 26, at end insert—

“(c) the provision of rail services to areas experiencing permanent or seasonal population change within the meaning of section (Population change: railway services).”

Amendment 65, page 8, line 28, at end insert—

“(2A) The rail strategy must include a strategy for level crossings (“the level crossings strategy”).

(2B) The level crossing strategy must set out an assessment of the impact of level crossings on the economy and community of the area in which the level crossing is situated, for the purpose of reducing disruption caused by level crossings.”

Amendment 66, page 8, line 28, at end insert—

“(2A) The rail strategy must include an assessment the ability of passengers to change between—

(a) main line rail services and branch line rail services, and

(b) rail services and other modes of public transport.

(2B) An assessment under subsection (2A) must consider how to reduce delays and disruption to end-to-end journeys involving a change between rail services, or between rail services and other modes of public transport.”

Amendment 85, page 8, line 28, at end insert—

“(2A) The rail strategy must include Key Performance Indicators for GBR, including—

(a) for operating a safe railway,

(b) for promoting the interests of users and potential users of railway passenger services including, in particular, the needs of disabled persons,

(c) for promoting the use of the railway network in Great Britain for the carriage of goods,

(d) for increasing the number of passenger journeys in absolute terms and as a percentage of passenger journeys by mode of transport,

(e) for promoting high levels of passenger satisfaction as monitored by The Passengers Council,

(f) for minimising the number of services delayed or cancelled,

(g) for delivering value for money, taking into account the costs that will need to be met from public funds and the need to make efficient use of those funds,

(h) for improving efficiency and productivity in the delivery of railway services.

(2B) The rail strategy may not be brought into force unless a draft has been laid before and approved by resolution of each House of Parliament.”

Amendment 38, page 8, line 33, at end insert—

“(4A) When the strategy is revised or replaced [in accordance with subsection (4)(b)], the Secretary must lay before Parliament the revised or replaced strategy, subject to subsection (4B).

(4B) The duty under subsection (4A) does not apply where the Secretary of State considers that all revisions made to the strategy are non-substantive.”

This amendment would require the Secretary of State to lay before Parliament any replacement, or substantively revised, rail strategy.

Amendment 86, page 8, line 34, leave out

“the Secretary of State must publish the revised or replacement strategy”

and insert

“the revised or replacement strategy may not be brought into force unless a draft has been laid before and approved by resolution of each House of Parliament.”

Amendment 170, page 8, line 35, at end insert—

“(5A) When preparing the rail strategy, the Secretary of State must ensure that it aligns with the ten-year strategy for UK Infrastructure, CP 1344.”

This amendment would require the rail strategy to align with the Government's ten-year infrastructure strategy, laid before Parliament in June 2025, CP 1344.

Amendment 90, page 9, line 2, after “Ministers” insert

“, Scottish Ministers, the Mayor of London, Mayors of Mayoral Combined Authorities or Mayoral Combined County Authorities,”.

Amendment 171, in clause 16, page 9, line 21, at end insert—

“(d) the ten-year strategy for UK infrastructure, CP 1344.”

This amendment would require GBR and the ORR to have regard to the Government's ten-year infrastructure strategy, laid before Parliament in June 2025, CP 1344.

Amendment 87, page 9, line 26, at end insert—

“(4) Great British Railways must prepare an annual report to be laid before Parliament detailing its performance in meeting, and its forward plan to meet, its statutory duties.”

Amendment 67, in clause 17, page 9, line 29, at end insert—

“(1A) Any proposals by the Secretary of State and Great British Railways about how they intend to meet the target under this section must include an assessment of the impact of those proposals on level crossings.”

Amendment 29, in clause 18, page 10, line 16, leave out subsection (a) and insert—

“(a) so as to protect and promote the rights and interests of users and potential users of railway passenger services, including in particular the rights and interests of disabled persons.”

This amendment replaces the requirement to consider the interests of users of the railway and needs of disabled users of the railway with a requirement to protect and promote the rights of those persons.

Amendment 70, page 10, line 17, after “particular,” insert

“in the manner best calculated to make improvements for”.

This amendment would require the duty-holders to exercise their functions in a way that improves accessibility of the rail network rather than only promoting the interests of disabled persons.

Amendment 53, page 10, line 26, at end insert

“including the value of public investments”.

This amendment adds a requirement to consider the value of public investments as part of the general duty on cost-efficiency in relation to public funds.

Amendment 30, page 10, line 26, at end insert—

“(g) so as to maximise, so far as practicable within the resources available, the social and economic benefits resulting from the operation of the railway network in Great Britain,

(h) having regard to the effect the provision of railway services has on the environment,

(i) so as to increase the use of railways relative to other modes of transport,

(j) so as to achieve targets towards the full accessibility of the rail network,

(k) so as to secure the affordability of fares,

(l) so as to improve connectivity between rail and other forms of transport.”

This amendment gives Great British Railways additional duties to maximise social and economic benefits, achieve targets for modal shift and accessibility, secure the affordability of fares and improve connectivity between rail and other forms of transport.

Amendment 35, page 10, line 26, at end insert—

“(g) in the manner best calculated to promote the transfer into direct employment by GBR of non-GBR employees who facilitate railway services.”

This amendment ensures that Great British Railways performs its duties in a way that ensures the maximum possible insourcing and integration of the rail workforce.

Amendment 48, page 10, line 26, at end insert—

“(g) acting in a fair, transparent and non-discriminatory manner,”.

This amendment would place a requirement on Ministers, Great British Railways and the ORR to exercise their functions in a fair and non-discriminatory manner.

Amendment 49, page 10, line 26, at end insert—

“(g) in the manner best calculated to increase the overall distance travelled by passengers—

(i) by rail,

(ii) by rail relative to private car use and domestic flights, and

(iii) resulting from the integration of rail services with active travel, bus, tram, metro, coach, ferry and any other public transport services.”

Amendment 157, page 10, line 26, at end insert—

“(g) in the manner best calculated to increase the number travelling by railway,

(h) in the manner best calculated to contribute to economic growth,

(i) in the manner best calculated to increase private sector investment and involvement in the railways and railway services,

(j) in the manner best calculated to remove or reduce the need for public subsidy of the railways,

(k) in the manner best calculated to increase levels of passenger satisfaction as monitored by The Passengers’ Council, and

(l) in the manner best calculated to improve efficiency and productivity in the delivery of railway services.”

This amendment gives Great British Railways additional duties to promote passenger growth, economic growth, and increased private sector investment in the railways.

Amendment 59, page 10, line 28, at end insert—

“provided that they must not favour the conditions of paragraph (f) over the conditions of paragraph (a) to the extent that any station may not have step-free access as a result of balancing the requirements.”

Amendment 36, page 10, line 32, at end insert—

“‘non-GBR employees’ means—

(a) employees of a company or body contracted to provide services to GBR to facilitate railway services, including cleaning;

(b) employees of companies granted a licence to operate services on GBR infrastructure;

(c) such other persons as the Secretary of State considers appropriate following consultation with such trade unions as the Secretary of State may specify.”

See explanatory statement for Amendment 35.

Amendment 158, page 10, line 34, leave out sub-paragraphs (a) and (b) and insert—

“(a) reliability, including punctuality, cancellations, short-forming, delays and the reliability of key connections,

(b) safety and security, including safety incidents, security incidents affecting passengers, staff presence, and the delivery of safety-critical maintenance,

(c) passenger comfort and on-board experience, including cleanliness, the functioning of heating, air-conditioning and lighting, overcrowding, the availability and performance of any internet connection or power sockets, and toilet facilities,

(d) affordability and value for money, including levels of fares, the availability of discounted or flexible fares, transparency of fare information, and passenger perception of value for money,

(e) passenger growth and network expansion, including growth in passenger numbers, the number of communities served, service frequency, and the provision of new or restored services.”

This amendment defines standards of railway performance for the purposes of Great British Railways functions.

Amendment 167, page 10, line 41, at end insert—

“‘rights’ of passengers and disabled passengers includes rights under the Equality Act 2010, data protection legislation (including the UK GDPR and the Data Protection Act 2018), and consumer protection legislation (including the Consumer Rights Act 2015), and other legal rights to non-discrimination, accessibility, privacy, fair treatment, information and redress.”

This amendment is consequential upon amendment 29.

Amendment 57, in clause 19, page 11, line 17, at end insert—

“(3) In meeting the duty under subsection (2), they must—

(a) take all reasonable steps to prevent and reduce incidents of assault against persons working on the railways, and

(b) ensure levels of staffing sufficient to meet the duty.”

This amendment would ensure GBR will have a duty to reduce staff assaults and protect safe staffing levels.

Amendment 159, in clause 20, page 11, line 25, leave out paragraph (d).

This amendment requires the ORR to promote competition in its appeals role.

Amendment 160, page 11, line 26, leave out paragraph (e).

This amendment removes the exemption for ORR’s functions under section 55 to 58 of the Railways Act 1993 from its competition duty.

Amendment 31, page 11, line 28, at end insert—

“(h) its functions as the enforcement body for rail passenger rights and obligations, consumer protection and accessibility, including passenger related licence conditions.”

This amendment means that the ORR’s duty to promote competition does not apply when it conflicts with its passenger rights enforcement duties.

Amendment 54, page 11, line 31, insert—

“provided that such exercise does not adversely affect passenger rights, network integration or unreasonably increase the cost to public funds of providing railway services.”

This amendment means that ORR must exercise its duty to promote competition in a way that does not adversely affect passenger rights, network integration, or unreasonably increase costs to public funds.

Amendment 91, in clause 25, page 14, line 13, at end insert—

“(2A) The Secretary of State may not designate a service currently commissioned by—

(a) a local government body as defined in Section 5, or

(b) Transport for London

without obtaining consent from the relevant body.”

Amendment 75, page 14, line 19, at end insert—

“(4A) The Secretary of State may not vary or revoke a designation so as to permit the operation of railway passenger services by any person other than a public sector company.”

This amendment would prevent the Secretary of State from changing any designation of services in such a way that allows operation by a company other than a public sector company.

Amendment 76, in clause 28, page 16, line 2, at end insert—

“(4) Regulations under this section must not provide that railway passenger services are exempt from designation unless those services are to be provided by a public sector company.”

This amendment would prevent the Secretary of State from exempting any passenger service from designation unless it is provided by the public sector.

Amendment 77, in clause 31, page 16, line 31, leave out from “contract” to end of line 37 and insert “to—

(a) Great British Railways, or

(b) one or more GBR companies that are public sector companies.”

This amendment would ensure that the Secretary of State’s duty to secure provision of passenger rail services is performed using public sector companies exclusively.

Amendment 88, page 16, line 32, at end insert—

“(a) Great British Railways or a GBR Company may sub-contract a direct award under this section to a private train operating company.”

Amendment 78, page 17, line 5, leave out from “companies” to end of line 6.

This amendment is related to Amendment 77, but for services designated by Scottish Ministers.

Amendment 79, page 17, line 11, leave out from “companies” to end of line 12.

This amendment is related to Amendment 77, but for services designated by Welsh Ministers.

Amendment 80, page 17, line 27, at end insert—

“(7) In this section “direct award” means the award of a public service contract without any competitive tendering procedure.”

Amendment 143, in clause 34, page 18, line 21, after “are” insert—

“UK veterans, members of the UK armed forces and their families, aged 26-30,”.

This amendment, alongside Amendments 144 to 147 would require GBR to continue to offer discounted rail fares for veterans, members of the UK armed forces and their families, or young people aged 26 to 30.

Amendment 32, page 18, line 23, at end insert—

“(1A) Great British Railways must provide a scheme enabling persons who are British residents to travel at discounted fares for an annual fee on railway passenger services provided by all licensed rail operators.”

Amendment 144, page 18, line 30, after “are” insert—

“UK veterans, members of the UK armed forces and their families, aged 26-30,”.

See explanatory statement for Amendment 143.

Amendment 145, page 18, line 33, after “are” insert—

“UK veterans, members of the UK armed forces and their families, aged 26-30,”.

See explanatory statement for Amendment 143.

Amendment 146, page 18, line 37, after “are” insert—

“UK veterans, members of the UK armed forces and their families, aged 26-30,”.

See explanatory statement for Amendment 143.

Amendment 147, page 19, line 4, after “are” insert—

“UK veterans, members of the UK armed forces and their families, aged 26-30,”.

See explanatory statement for Amendment 143.

Amendment 81, in clause 35, page 19, leave out lines 19 to 26 and insert—

“(a) Great British Railways, being a company wholly owned by the Secretary of State,

(b) a GBR company, that is, a company wholly owned (directly or through one or more wholly owned subsidiaries) by Great British Railways,

(c) a company that is wholly owned by the Welsh Ministers or the Scottish Ministers,

(d) a company that is wholly and jointly owned by the Secretary of State and the Welsh Ministers, or

(e) a company that is wholly and jointly owned by the Secretary of State and the Scottish Ministers;”.

This amendment defines GBR and GBR companies in such a way as to ensure that they are always public sector companies.

Amendment 33, in clause 36, page 19, line 35, leave out paragraph (a) and insert—

“(a) must protect and promote the rights and interests of users and potential users of railway passenger services, including in particular the rights and interests of disabled persons.”

This amendment adds the requirement to protect and promote passenger rights and the rights of disabled persons to the duties of the Passengers’ Council.

Amendment 71, page 19, line 35, leave out

“must have particular regard to”

and insert—

“must take all reasonable steps to promote improvements in meeting”

This amendment would require the Passengers’ Council to exercise its functions in a way that promotes improvements in the accessibility of the rail network rather than only having regard to the interests and needs of disabled passengers.

Amendment 60, page 20, line 2, at end insert—

“(2) In taking into account costs under subsection (1)(b), and having regard to its duty under paragraph (1)(a), the Council must not treat the cost of providing step-free access as sufficient reason for preferment of other reasonable adjustments to meet the interests and needs of disabled persons.”

Amendment 47, in clause 42, page 23, line 12, leave out from “must” to the end of line 18, and insert—

“take such action, from the range of enforcement actions open to them, as is necessary to remedy or prevent the contravention, unless there is a legal impediment to so doing or the issue has satisfactorily been remedied.

(4) The ORR must take such enforcement action as required by this section within one month of the matter being referred by the Passengers’ Council.”

This amendment would require the ORR to take enforcement action within one month of an issue being referred to it by the Passengers’ Council.

Amendment 61, in clause 46, page 24, line 29, at end insert—

“including provision of step-free access at stations and on trains”.

Amendment 161, in clause 47, page 25, line 24, leave out from “Council” to the end of line 32 and insert—

“take such action (if any) as it thinks appropriate for the purpose of remedying the contravention, or avoiding it taking place or being repeated.”

This amendment gives the Passengers’ Council the power to enforce improvement plans.

Amendment 39, in clause 48, page 26, line 3, before “a mayoral strategic authority” insert “the mayor of”.

This amendment clarifies that statutory duties to consult apply to the mayor of a mayoral combined authority.

Amendment 51, in clause 49, page 26, line 29, at end insert—

“(fa) any proposed—

(i) closure,

(ii) reduction in provision of, or

(iii) amendment to the operating hours of,

ticket offices,”

This amendment would require GBR to consult the Passengers’ Council on closure of, reduction in provision of, or any changes to opening hours of, ticket offices.

Amendment 58, page 26, line 31, at end insert—

“(h) any proposed changes to staffing levels at stations or on trains.

(3) The Passengers’ Council must undertake a public consultation before responding to Great British Railways about any matter under subsections (2)(a) and 2(h).”

This amendment would require any changes to staffing at stations or on trains to be subject to consultation with the Passengers’ Council, and require the Passengers’ Council to consult the public on such changes as well as on changes under subsection (2)(a).

Amendment 62, page 26, line 31, at end insert—

“(h) provision of step-free access at stations and on trains”

Amendment 52, page 26, line 31, at end insert—

“(3) The Passengers’ Council must undertake a public consultation before responding to Great British Railways about any matter under subsection (2)(fa).”

This amendment is consequential on Amendment 51 and requires the Passengers’ Council to consult the public about proposals from GBR to close, or change the opening hours of, ticket offices.

Amendment 63, in clause 53, page 28, line 12, after “persons” insert

“including but not limited to provision of step-free access at stations and on trains”.

Government amendment 96.

Amendment 69, in clause 63, page 35, line 39, after subsection (1) insert—

“(1A) In performing the duty under subsection (1), Great British Railways must have particular regard to increasing capacity at Ely Junction for both freight and passenger services.”

This amendment would require Great British Railways, in performing its capacity duty, to have particular regard to increasing capacity at Ely Junction for the benefit of both freight and passenger services.

Amendment 162, page 36, line 1, leave out from “to” the end of line 4 and insert—

“be satisfied that it retains sufficient capacity across GBR infrastructure to allow for—

(a) the operation of GBR passenger services, passenger services not operated by GBR and services for the carriage of goods by railway, and”.

This amendment aims to reduce the ability of GBR to prioritise its own operations where there are network capacity constraints and create a level playing field.

Amendment 8, page 36, line 4, at end insert—

“(aa) the achievement of the Rail freight target set out in Section 17, and”.

This amendment requires GBR to retain sufficient capacity over GBR infrastructure to allow for the achievement of the rail freight target.

Amendment 9, page 36, line 6, at end insert—

“(3) Where Great British Railways decides not to grant access to persons to a specific part of the network to reserve capacity, Great British Railways must—

(a) publish a statement (a ‘capacity reservation statement’) setting out the evidence relating to the decision;

(b) consult—

(i) the Office for Rail and Road, and

(ii) any other persons who have sought access to that part of the network.

(4) A capacity reservation statement must explain how the decision taken by Great British Railways under subsection (3) reflects the best use of GBR infrastructure for the operation of trains as set out in the infrastructure capacity plan.

(5) The ORR must review a capacity reservation statement.

(6) The ORR may direct Great British Railways to reconsider its assessment if it considers that the exclusion of other operators is not necessary for Great British Railways to retain sufficient capacity over GBR infrastructure.”

This amendment requires Great British Railways to publish a statement explaining any decision not to grant access to a specific part of the network on the basis of network capacity.

Amendment 163, in clause 64, page 36, line 16, leave out subsection (3).

This amendment would prevent GBR charging any sum it likes, rather than what is reasonable.

Amendment 148, in clause 68, page 38, line 16, leave out subsection (1) and insert—

“(1) When determining an appeal under this Chapter, the Office of Rail and Road must decide the matter on its merits, having regard to the objectives set out in this Act.”

This amendment would change the current appeals provision so that appeals can be decided on the merits.

Amendment 26, page 38, line 16, leave out from “must” to the end of line 20 and insert—

“determine the appeal on the facts and the law.”

This amendment would enable the ORR to determine appeals on the merits.

Amendment 27, page 38, line 25, leave out paragraph (a) and paragraph (b) and insert—

“(a) remit all or part of the provision appealed against to Great British Railways for reconsideration, or

(b) quash all or part of the decision appealed against and substitute its own decision, as, at its discretion, it sees fit.”

This amendment would allow the ORR, when agreeing an appeal, to remit all or part of the decision appealed against to GBR for reconsideration, or quash all or part of the decision appealed against, as at its discretion it sees fit.

Government amendments 97 to 106

Amendment 73, in clause 70, page 40, line 36, at end insert—

“a GBR company, or other public sector company,”.

This amendment would change the definition of an infrastructure manager in the relevant 2016 regulations so as to exclude GBR companies and other public sector companies, alongside GBR.

Amendment 74, page 41, line 4, at end insert—

“(4) In regulation 14 (establishing, determining and collecting charges) after paragraph (9) insert—

‘(9A) Paragraph (9) does not apply to GBR.’

(5) In regulation 19 (capacity allocation), after paragraph (4) insert—

‘(4A) Paragraph (4) does not apply to GBR.’”

This amendment exempts GBR from the requirement on infrastructure managers to operate separate accounts for separate functions.

Amendment 164, page 41, line 5, leave out clause 71.

This amendment would prevent the Secretary of State from changing the terms of existing open access contracts.

Government amendment 107.

Amendment 149, in clause 72, page 42, line 27, at end insert—

“(7) Non-GBR infrastructure, facilities and services which are used exclusively for the carriage of goods by rail are excluded from the provisions of this clause.”

This amendment clarifies that privately funded, freight-only facilities are excluded from regulation under clause 72, clarifying that privately funded sidings and terminals are not brought into scope.

Amendment 165, page 42, line 27, at end insert—

“(7) Infrastructure, facilities and services not managed by Great British Railways which are used exclusively for the carriage of goods by rail are excluded from the provisions of this section.”

This amendment clarifies that privately funded, freight-only facilities are excluded from regulation under this section.

Government amendments 108 and 109.

Amendment 41, in clause 81, page 47, line 35, after “must consult” insert “the mayor of”.

See explanatory statement for Amendment 39.

Amendment 40, page 48, line 6, after “must consult” insert “the mayor of”.

See explanatory statement for Amendment 39.

Amendment 42, page 49, line 4, after “must consult" insert “the mayor of”.

See explanatory statement for Amendment 39.

Government amendments 110 to 117.

Amendment 44, page 55, line 38, leave out clause 92.

Amendment 45, in clause 92, page 56, line 24, at end insert—

“(3A) Regulations under this section must—

(a) make provision for the public ownership of rolling stock by Great British Railways;

(b) make provision for Great British Railways to buy and own future passenger rolling stock as—

(i) current rolling stock contracts end, and

(ii) old rolling stock are taken out of commission.”

Government amendments 118 and 119.

Amendment 82, in clause 96, page 58, line 5, after “company” insert “wholly and”.

This amendment seeks to ensure that where a company is jointly owned by GBR and Scottish Ministers, they together own the totality of the stake in that company.

Amendment 83, page 58, line 7, after “company” insert “wholly and”.

This amendment seeks to ensure that where a company is jointly owned by GBR and Welsh Ministers, they together own the totality of the stake in that company.

Amendment 84, page 58, line 32, leave out subsection (3) and insert—

“(3) In this Act, a company is ‘wholly and jointly owned’ by the Secretary of State, Great British Railways, the Welsh Ministers or the Scottish Ministers if every member of the company is—

(a) one or more of those persons, or

(b) a company that is itself wholly owned by one or more of those persons.”

This amendment defines the terms “wholly and jointly owned” in such a way as to ensure that companies that are wholly or jointly owned by GBR, the Secretary of State, Scottish and Welsh Ministers, are always fully public sector companies.

Amendment 3, page 59, line 15, at end insert—

“, except that section 3(1)(d) may not be commenced until any report under section [Report on Great British Railways’ ticketing function] has been published.”

This amendment is related to NC6 and requires that ticketing functions for GBR may not be commenced until a report under that new clause has been published.

Government amendments 120 to 123.

Amendment 153, in schedule 1, page 63, line 6, at end insert—

“including requirements to promote a fair and competitive retail market that treats all market participants, including Great British Railway’s retailing function, on a fair and equal basis.”

This aims to ensure that the Code of Practice explicitly includes a duty for GBR to safeguard a level playing field for third-party retailers and confirms that GBR Retail must itself comply with the Code.

Government amendments 168 and 169.

Government amendment 124.

Amendment 154, in schedule 2, page 65, line 2, at end insert—

“(1A) The date specified in sub-paragraph 1(d) must be at least 24 months before the start of the funding period.”

This amendment requires the Secretary of State to notify the ORR and GBR of the amount of financial assistance for the next funding period at least two years before that funding period is due to start.

Amendment 7, page 65, line 39, leave out sub-paragraph (3) and insert—

“(3) The objectives set out under sub-paragraph (1)(a) must include objectives relating to passenger rail services.

(3A) The objectives set out under sub-paragraph (1)(a) may include, in particular, objectives relating to—

(a) the carriage of passengers or goods, save as already provided for under sub-paragraph (3);

(b) the railway network or railway assets (including objectives relating to the provision of the railway network or railway assets after the end of the funding period);

(c) fares;

(d) the accessibility of railway services to people with disabilities;

(e) the protection of persons from dangers arising from the operation of railways.”

This amendment would align funding of designated passenger train services with the five-year funding cycle for infrastructure.

Amendment 43, page 66, line 19, at end insert “mayor”.

See explanatory statement for Amendment 39.

Amendment 155, page 67, line 9, at end insert—

“(3A) The plan must set out how Great British Railways will ensure its activities minimise costs to the taxpayer.”

This amendment requires GBR to consider how to minimise costs to taxpayers.

Amendment 156, page 67, line 22, at end insert—

“(c) whether carrying on those activities will be done in such a way as to minimise costs to the taxpayer.”

This amendment requires the ORR to provide an assessment of whether GBR will minimise taxpayer costs before the Secretary of State approves the business plan.

Government amendment 125.

Amendment 6, page 74, line 27, at end insert “including passenger services”.

This amendment, along with Amendment 7, would align funding of designated passenger train services with the five-year funding cycle for infrastructure.

Government amendments 126 to 140.

Amendment 34, in schedule 4, page 92, line 20, at end insert—

“, and any person exercising functions of a public nature on its behalf in connection with rail systems or services for which Great British Railways is responsible.”

This amendment makes any person exercising functions of a public nature on behalf of Great British Railways subject to the public sector equality duty.

Government amendments 141 and 142.

[Keir Mather]

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.

[Graham Stuart (Beverley and Holderness) (Con)]

One concern that has been repeatedly raised during scrutiny is that Great British Railways will both operate services and have significant influence by being the directing mind over access to the network. If a future Hull Trains application were to compete with a GBR-operated service for scarce capacity on the east coast main line—I know that the Minister, like me, uses Hull Trains—who does he believe passengers would trust to make that decision: the independent regulator or GBR itself?

[Keir Mather]

I am grateful to the right hon. Member for again raising that important point about open access, as he did on Second Reading. I share his passion for Hull Trains—I am surprised we have not met on a Hull train to have a subsequent conversation about open access. GBR needs to be the directing mind for the railway. It needs to take the decisions on what constitutes best use in a way that is fair, providing a role for open access while also being compliant with its duties, especially in respect of the need to grow rail freight on the network. The Secretary of State will also be compelled to set a rail freight growth target. There is nothing precluding open access from playing its full role as part of our railway under GBR; it certainly can, provided that it offers value for money and the great service that both the right hon. Member and I have experienced.

[Several hon. Members rose—]

[Keir Mather]

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.

[Mark Pritchard (The Wrekin) (Con)]

I am grateful to the Minister. Before he moves on, the issue of open access agreements is very important, because there is an inherent conflict in the arrangements in the Bill. I am unclear about whether it is the Transport Secretary or the Office of Rail and Road who will take decisions. The open access bid from Wrexham, Shropshire and Midlands Railway would see a direct link from Shropshire to London, with trains stopping in the important market town of Wellington. He talked about economic growth, and if that direct access were to be allowed, it would give a multimillion-pound boost to the market town of Wellington. Who will make the decision on that?

[Keir Mather]

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.

[Wendy Morton (Aldridge-Brownhills) (Con)]

rose—

[Keir Mather]

I would like to make some progress; I hope the right hon. Lady will forgive me.

I will use my first speech to speak about the Government amendments tabled in the name of my right hon. Friend the Secretary of State for Transport, which I commend to the House. I look forward to hearing about some of the amendments tabled by other hon. Members; I will respond to them at the conclusion of proceedings.

Let me begin with amendment 92. I believe that in this House we need to be honest: under previous Governments, the British people were promised real change only for it to be abandoned on first contact with political reality. Not this time. Labour promised to nationalise our railways—no ifs, no buts—and today that is exactly what we will do. We are acting in law so that Great British Railways—the people’s railway—is owned by the British people and run in their interests, not in the service of private profit. I know that might appal Opposition parties, but they should believe me that ordinary people in Britain will not ask why we are taking this bold step; they will be asking those who had the power to do so, “What took you so very long?”

[Richard Burgon (Leeds East) (Lab)]

I very much welcome the Bill. I recently had a productive meeting with the Rail Minister in the other place regarding my amendment to close loopholes that could allow private companies to creep back into operating GBR rail services. He kindly promised to take that on board, and I am pleased to see those issues addressed by Government amendments 92 and 106, as well as the commitment to bring in further changes regarding the Secretary of State having powers of designation to ensure that they cannot be used for back-door privatisation. May I invite the Minister to provide further commentary and reassurance to the House regarding the Government’s moves on that issue and the very welcome position they have taken?

[Keir Mather]

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.

[Jessica Toale (Bournemouth West) (Lab)]

GBR launched in my constituency when South Western Railway came back into public ownership. The engineers at the depot said that bringing rail and the railways together would improve customer experience. Will my hon. Friend expand on that?

[Keir Mather]

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.

[Jim McMahon (Oldham West, Chadderton and Royton) (Lab/Co-op)]

I congratulate my hon. Friend for moving at such pace on this. I am sure that many commuters around the country will be pleased to see the progress. On devolution and the integration with local transport schemes, I know the route, the process and the decision maker if we want to get a new Metrolink tram station in Greater Manchester. If I want to reopen the Middleton Junction train station in my constituency, what route do I go down?

[Keir Mather]

That is exactly why we are establishing GBR: to provide my hon. Friend with a consistent approach to making the case for the railway infrastructure improvements that he needs. Also, the devolution settlement enshrined in the Bill will ensure that GBR can work at the local level, with the ability for mayors to fund GBR directly to achieve specific local goals. It is our hope that through that devolved approach, with GBR able to work in lockstep with the mayors who are pioneering place-based politics across the United Kingdom, my hon. Friend can realise the changes to the rail system that he so desires.

[Chris Vince (Harlow) (Lab/Co-op)]

My hon. Friend is making a powerful speech. Like others, I congratulate him on the speed at which he is moving this forward. He talks about the ability of Great British Railways to support local infrastructure. I have concerns about one of the railway stations in my constituency, Harlow Mill, and the number of suicides because of the lack of safety provision there. Will moving to Great British Railways mean that we can address some of those issues more easily?

[Keir Mather]

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—

[Wendy Morton]

Will the Minister give way?

[Keir Mather]

For the final time, I give way.

[Wendy Morton]

The Minister mentioned devolution and what a difference that would make in terms of the mayors’ role. We have an issue in Aldridge, which I am sure he is well aware of and well rehearsed on, in that the current Labour mayor has taken the funding away. Will the Minister reassure me that GBR will work with Mayor Parker and with me to make sure that we deliver a railway station in Aldridge?

[Keir Mather]

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.

[Monica Harding (Esher and Walton) (LD)]

rose—

[Helen Maguire (Epsom and Ewell) (LD)]

rose—

[Keir Mather]

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.

[Jerome Mayhew (Broadland and Fakenham) (Con)]

I note the Minister’s words about new clause 48.

This Report stage follows 16 sittings of the Public Bill Committee, when I and the Liberal Democrat spokesperson, the hon. Member for Didcot and Wantage (Olly Glover), tabled well over 200 amendments, of which more than 120 were put to a Division. It is fair to say, therefore, that I think the Bill could do with a bit of work.

Let us start at the beginning, with the purpose, as contained in new clause 52. We began in Committee with a degree of consensus on the idea that—it is fair to say this, and I think the Minister referenced it—the Government have a golden opportunity to improve our railways by addressing one of the key challenges of the previous privatisation settlement, namely closer integration between track and train. Privatisation had some faults, but it also brought many benefits to the railway industry: a huge increase in capital investment, a new focus on what the travelling customer wanted rather than what British Rail decided to give them, innovation in service provision and increased services.

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Members may have picked up that I have long been an advocate for improving rail infrastructure in my Paisley and Renfrewshire North constituency, which houses an important strategic connection in Glasgow airport. I hope that the establishment of Great British Railways will help with a local goal. It is a source of considerable frustration for my constituents that they can take a train to Manchester airport but not to Glasgow airport, which lies just over a mile from Paisley Gilmour Street station. There is a very strong case for a rail link within my constituency, and I look forward to making that case in the context of the more strategic approach to railways that the Government’s amendments seek to deliver.

[Keir Mather]

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.

[Dr Arthur]

I thank the Minister for meeting me and Olivia from my office to try to find a way to implement the new clause. I also thank Simon Watkins, who is vice-chair of the Mobility and Access Committee for Scotland, who has repeatedly raised the new clause’s objective with me. The Minister said earlier that GBR will be “owned by the British people and run in their interests”; does he agree that when we talk about the British people we mean all the British people and that, when the Bill proceeds to the Lords, our representative there, the Rail Minister, would be wise to—

[Madam Deputy Speaker (Judith Cummins)]

Order.

[Keir Mather]

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.

[Laurence Turner]

My hon. Friend will have heard representations for ensuring that, under clause 5, devolution agreements must not be unduly limited, either by the Bill or its implementation. Is he able to offer any reassurances to Transport for West Midlands and other bodies that they will continue to be part of the conversation about how the Bill is implemented?

[Keir Mather]

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.

[James Wild]

The Minister referred to my new clause 35, and to £1 billion of funding to the north; how much is the east of England getting?

[Keir Mather]

The hon. Member is a tireless advocate for his part of the country, and we can continue our conversations. I merely reflected the point that having things about specific transport projects on the face of legislation is not the right way to address it, in the view of the Government, but I would be glad to meet him to take the conversation further.

[John McDonnell]

My hon. Friend is dealing with things at breakneck speed, and incredibly competently, but I think he has missed the confirmation in his briefing that he is willing to meet the RMT parliamentary group to discuss travel facilities for staff and insourcing.

[Keir Mather]

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.

[Wendy Morton]

Will the Minister give way?

[Keir Mather]

Oh, go on then. Why not?

[Wendy Morton]

I am conscious that the Minister is winding up, and I promise I will not ask about Aldridge train station. I want to ask about accountability. The Minister has spoken a lot about the transfer of powers and about devolution; I tabled an amendment, which I have decided not to press, on the need for clearer accountability and transparency.

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[Keir Mather]

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.

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18:01

Division 19

Question accordingly negatived.

Ayes: 77

Noes: 271

Clause 1

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18:16

Division 20

Question accordingly negatived.

Ayes: 167

Noes: 266

Clause 58

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18:28

Division 21

Question accordingly negatived.

Ayes: 155

Noes: 279

Clause 69

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[The Secretary of State for Transport (Heidi Alexander)]

I beg to move, That the Bill be now read the Third time.

Madam Deputy Speaker, with your indulgence, I would like to start my remarks with a short story. This time two years ago, like many colleagues on the Government Benches today, I was not a sitting MP. I was a parliamentary candidate standing for the first time to represent my home town of Swindon, a place with a proud railway heritage, with its people unashamedly ambitious for the future. When I stood in that election, I stood on a promise of renationalising our railways.

There were some who doubted whether we would ever do it, but as this Bill heads off to the other place for its next stage of parliamentary scrutiny, I say to the doubters that this is what change looks like: a Government doing what they said they would do in their manifesto; a Government delivering for the ordinary men and women who use our railways, the businesses that depend on our railways, and the staff who work on them; a Government replacing a privatised system, which was corroding in a state of perpetual decline, with one where there is now new hope.

When I stood at London Bridge station last December, as we unveiled the new Great British Railways branding and train livery, I saw hope in the eyes of the passengers I spoke to—hope for a better, more reliable railway; hope for an end to waiting for trains that never arrive; hope for the basics of working toilets, enough seats and simple fares—because if we are honest, hope has been in short supply on the railways for far too long. For years, the industry delivered poorer performance for higher prices. As a nation, we spent billions on upgrading infrastructure, but a fragmented system could not translate that into passenger benefits. We have had 30 reviews since 2006, all diagnosing the same problem—re-diagnosing it time and again—yet the previous Government were not able and were not willing to do the hard work to create solutions. Today, we make that change.

Thanks to this Bill, we will deliver the biggest reform to our railways in 30 years. Where there is fragmentation, we will bring integration; where decisions used to be made for private profit, they will now be made for the public good; and where passengers were forced to navigate multiple companies and unclear accountabilities, they will soon deal with one railway and one team with one mission, which is to deliver better services for the travelling public.

[Dame Harriett Baldwin (West Worcestershire) (Con)]

My hon. Friend the Member for Droitwich and Evesham (Nigel Huddleston) and I have a hope, which is that parking at Worcestershire Parkway station can expand. We have been told by Great Western Railway that it can no longer do that, because it is now the responsibility of Great British Railways. Can the Secretary of State reassure my hon. Friend and me that the wonderful entity she is creating through this legislation will expand the parking, so that my constituents can hope for a parking place at Worcestershire Parkway?

[Heidi Alexander]

People obviously need to be able to get to the railway station. This Bill gives me the power to establish Great British Railways. I will talk to Great Western Railway about the issue the hon. Member raises—the company is still in private ownership—and I will write back to her with further detail.

I would like to summarise the main features of the Bill and remind Members what we have already achieved. Over half of operators are already under public control, thanks to legislation we introduced weeks after entering office. The benefits are starting to be felt: around 40 new Arterio trains on South Western, rolling stock that was sat for years in the sidings under privatisation, now released into service; performance among operators under public control now outstripping those still in private hands; pay-as-you-go ticketing being rolled out to more stations across the south-east; easier to understand fares in Greater Manchester; and passengers keeping more of their hard-earned cash thanks to the first rail fares freeze in 30 years.

This Bill will be the most significant step yet. For decades, the industry has been crying out for coherent direction and leadership. With Great British Railways that is what it will get: a single national leader co-ordinating track and train, setting timetables and fares.

[Helena Dollimore (Hastings and Rye) (Lab/Co-op)]

I welcome the new powers in the Bill, particularly on timetabling. To give an example from my patch of how the new powers could be used to improve passengers’ experience without having to build any new railway infrastructure, hundreds of people have told me that they want a faster service from Hastings to London that does not stop at every single station along the way. That could shave a long time off people’s morning commute. On the other line I represent, passengers in Rye constantly miss their connection at Ashford because of the late-arriving Marshlink service, and face either missing their train or an extremely dangerous dash through Ashford station, where people fall over. If we could better co-ordinate between Southeastern and Southern Railway, that could be alleviated.

[Heidi Alexander]

My hon. Friend has been a dogged campaigner on the railways for her constituents in Hastings and Rye. I believe her proposals are worthy of consideration by Southeastern, a company in public ownership. I would be happy to pursue that further on her behalf.

GBR will sweep away decades of inefficiency and waste. We will finally bear down on spiralling costs. We will wave goodbye to a system riddled with perverse incentives, in which armies of lawyers argue over whose fault a delay is. Instead, GBR will be a publicly owned and commercially agile company run by industry experts, not politicians. We will turn a web of competing interests into one railway that makes decisions in customers’ interest and their interest alone.

[Graham Stuart]

I speak to the staff on Hull Trains, which are used by the Secretary of State’s ministerial colleagues—to her left, the hon. Member for Kingston upon Hull West and Haltemprice (Emma Hardy), and to her right, the hon. Member for Selby (Keir Mather). I speak to the customers of Hull Trains and I see the huge economic benefit that Hull Trains, an open access operator, has brought to our region and all the other areas it serves down to London. They are fearful of the perverse incentives of a GBR that does not necessarily have any regard for open access operators. What is there in the Bill to protect Hull Trains when it seeks access to rail track in future?

[Heidi Alexander]

I have always been clear that there is a role for open access operators on our network where they provide value for money.

If I may now turn to passengers, I am not ashamed of the fact that GBR will be obsessed with delivering for its customers. In fact, it will have a statutory duty to promote their interests. That starts with ticketing, which is currently a mind-bendingly complex system. I have said it before and I will say it again: buying a ticket should be effortless. Fares should be simple and consistent, and passengers should know they are always getting the best value—and under GBR, they will.

A new ticketing app and website will give passengers the ability to buy tickets, check train times and access a range of support all from the palm of their hands—no booking fees, no navigating lots of websites; just a 21^st-century way of paying for a service. If passengers are let down, if accessibility falls short or if performance is not up to scratch, they will have a powerful champion fighting their corner: a strengthened passenger watchdog.

[Wendy Morton]

Will the Secretary of State give way?

[Heidi Alexander]

I will not give way.

GBR will also manage access decisions in relation to track capacity, enabling us to unlock the full potential of the whole network. That also means unleashing the huge economic and environmental potential of freight. Rail remains the best way to send bulky goods long distance, which is why GBR will have a legal duty to promote rail freight in line with our 2050 target.

GBR represents a simpler, more transparent railway to do business with. No longer will suppliers need to make their case to multiple parts of the network. GBR will be the single decision maker, able to take a long-term view, giving the private sector the confidence and certainty it needs.

I finish by thanking all Members who have taken part in the debates on the Bill so far—particularly those on the Transport Committee for their diligent approach.

[Wendy Morton]

Will the Secretary of State give way?

[Heidi Alexander]

No. I am conscious of giving time to the shadow Secretary of State.

I thank all members of the Public Bill Committee for completing the painstaking task of line-by-line scrutiny. I also thank Members on the Front Bench, as well as those sat on the Back Benches, for their vital perspectives. I particularly thank the Minister for Aviation, Maritime and Decarbonisation for handling the passage of the Bill so dutifully and ably. I also thank my colleague in the other place, the Rail Minister, and give a huge thanks to all the officials in my Department who have worked so hard to get the Bill to this stage.

This Government promised to fix what was broken in our economy and reform what does not work. That is why the Bill matters. We will fix our broken railways. While I cannot promise it will be achieved overnight, I say this: will GBR put the needs of passengers and freight users above all else? Yes, absolutely. Will passengers soon see the difference in ticketing and reliability in a railway that is easier to use? Most definitely. Will GBR help to unlock economic growth, house building and opportunity across the country? Undoubtedly. The Bill draws a line under the decline and dysfunction of the past. Today, we are bringing hope back to our railways. I commend the Bill to the House.

--- Later in debate ---

18:56

Division 22

Question accordingly agreed to.

Ayes: 278

Noes: 149

Bill read the Third time and passed.