Transport Accessibility for Disabled People

Keir Mather Excerpts

Thursday 26th March 2026 Commons Chamber

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

I begin by thanking the Chair of the Transport Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), for securing this incredibly important debate on transport accessibility. I thank everyone who has spoken for their thoughtful and powerful contributions, often informed by personal lived experience. Although it does not fall to me to sum up the debate, a couple of specific questions were raised that I would like to address.

The Chair of the Transport Committee asked how the accessible travel charter will be enforced, as well as about the benchmark principles contained in the charter to target improvement. I believe that it would be beneficial for my hon. Friend to see this piece of work happening and informing the Law Commission’s view to see where enforcement gaps exist. She also asked how disabled people have taken part in development of the integrated national transport strategy and the accessible travel charter. I am pleased to confirm that disabled people and organisations have been at the heart of that process. They have participated in our regional roadshows and people’s panels events, and we have worked closely with the Disabled Persons Transport Advisory Committee, which has been fundamental to the development of the strategies.

The hon. Member for North East Fife (Wendy Chamberlain) asked when design standards for accessible rail stations will be published. I can confirm that that will be done ahead of the stand-up of Great British Railways, so that the organisation can begin to rationalise stations under the same core principles of accessibility.

My hon. Friend the Member for Heywood and Middleton North (Mrs Blundell) asked about rail services and how the Railways Bill will ensure that the rights of disabled people are enshrined. Not only will the public sector equality duty apply to GBR across its public-facing functions, but the Bill will set out an explicit passenger and accessibility duty in legislation. The passenger watchdog will have the power to set consumer standards relating to accessibility that all passenger service operators must follow as part of their licence conditions. The watchdog will ensure operators’ compliance through regular monitoring, requesting improvement plans where necessary and, importantly, escalating serious and persistent issues to the ORR for enforcement when necessary.

My hon. Friend the Member for Bexleyheath and Crayford (Daniel Francis), who made many powerful points on this matter in the Railways Bill Committee, once again shared his testimony. He also spoke about the importance of the aviation accessibility implementation group and its recommendations. I am pleased to say that I met the group on Tuesday to reaffirm that air passenger rights remain a priority for the Department. We will continue to consider opportunities to ensure that air passengers have the highest levels of protection possible. The group reaffirmed to me that it believes there are many industry-led proposals that could lead to tangible improvements for passengers with disabilities, and I will stand by it and offer support as that work continues.

My hon. Friend the Member for Dunstable and Leighton Buzzard (Alex Mayer) raised the case of the locked gate at the train station—it sounds like a Sherlock Holmes novel, but it is in fact very serious. I am afraid I do not know the exact details of the case she raised, but I will be sure to take the pertinent details away and raise them with the Rail Minister.

Transport accessibility determines whether people can get to work, education, healthcare and family, and, importantly, whether they can access community life. Access to transport determines whether people can participate fully and equally in our society. That is why it is important that we reflect on progress, acknowledge the challenges that remain and consider what more we must do to create a transport system that works for everyone.

I do not believe that accessibility is a destination that can simply be reached or completed; it is an ongoing journey that requires constant focus, particularly in a world where transport technology and patterns of travel are evolving rapidly. But let me be clear from the outset that it is unacceptable for anyone to be prevented from travelling, or to find it difficult to do so, because of accessibility barriers across our transport system.

Too often, disabled people have been expected to plan, negotiate, explain and adapt, rather than the system doing that work for them, as any other passenger would expect. Too often, accessibility has been an afterthought, rather than being designed into transport strategy from the start. This Government are taking action to correct that, with a firm commitment to improving transport so that disabled people can travel safely, confidently and with dignity.

The Government welcomed the findings in the Transport Committee report, and accepted its conclusion that more must be done to ensure that transport is truly accessible to all. That is why the Government are delivering a comprehensive programme of reform to improve the accessibility of our transport system. In the time that I have, I will set out how that work is progressing, and how it will deliver lasting change.

I will begin with rail, where we know that change has been urgently needed and is firmly under way. Our Railways Bill, and the creation of Great British Railways, is our opportunity to fix what is not working for passengers on our railways. That will ensure that the interests of all passengers, particularly those facing barriers to access, will be at the heart of decision making. The Bill will also establish a passenger watchdog, which will protect the rights of disabled passengers by monitoring service delivery, investigating issues, setting minimum consumer standards, including on accessibility, and advocating for improvements.

However, we are not sitting back and waiting for the passage of the Bill; we are acting. In November, we published alongside the Bill the Department’s road map to an accessible railway, setting out what we are doing to improve the day-to-day travelling experience for disabled passengers ahead of the creation of GBR. We also continue to implement the Access for All programme, which has already transformed access at many stations and will continue to do so. Step-free access, intuitive layouts and accessible facilities must all be part of the everyday experience of the railway.

Let me move on to local transport, which is at the heart of an inclusive and accessible transport system. Journeys by bus, taxi and private hire vehicle are central to disabled people’s daily travel. Our Bus Services Act 2025 marks a major step forward, and introduces a package of measures to improve the accessibility and inclusivity of local transport. Through the Act, we are helping local authorities to design safer, more accessible bus stations and stops. That measure complements existing requirements relating to the physical accessibility of vehicles, the conduct of drivers and passengers, and the information provided on board, which ensure that people can board the bus, receive the support they need, and travel to their destination with dignity. We are also mandating streamlined disability awareness and assistance training requirements for bus drivers and frontline staff. For the first time, every local transport authority will be required to regularly review the accessibility of its bus networks and publish a bus network accessibility plan.

The accessible information regulations are being implemented, improving buses’ audible and visible information, and the Department has recently published statutory guidance on floating bus stops. These bus stops were often introduced with good intentions, particularly the intention of improving safety for cyclists in congested urban environments. However, as has been highlighted many times, they have in some cases created new barriers, and we know that more needs to be done to make them accessible to all. Our guidance will enable designers to provide safer cycling facilities that meet the needs of bus passengers as well as people walking, wheeling or using mobility aids.

On taxis and private hire vehicles, we are seeking a new power to set national standards in the English Devolution and Community Empowerment Bill. That will allow us to set standards, including robust standards that prioritise and focus on passenger safety, and accessibility standards. We intend to use the standards to mandate disability equality training for drivers. As we consider wider reform of the overall sector, increasing the provision of wheelchair-accessible vehicles will be a key priority and an area of focus for our planned engagement this spring. We are also ensuring that local transport planning considers accessibility holistically by developing new guidance on the production of local transport plans, which will set clear expectations that accessible and inclusive transport should be at their core.

I turn to integration, a matter that the Liberal Democrat spokesman, the hon. Member for Taunton and Wellington (Gideon Amos), spoke about very powerfully. Accessibility depends on integration and planning. Too often, decisions on transport infrastructure have been made in silos, with accessibility considered too late or not at all. Journeys must be joined up, and people should be able to leave their front door and reach their destination without facing barriers along the way.

Our forthcoming integrated national transport strategy will set out this Government’s people-focused vision for domestic transport across England. It sets out how we will create a transport network that works well for people, and is safe, affordable and accessible, so that everyone can get on in life and make the journeys that they need to easily. Accessibility will be a core priority in the strategy, and I look forward to talking more about our ambitions and the policy covered in the strategy once it has been published.

I have heard the concerns from across the Chamber about enforcement and the burden of responsibility. I am clear that the burden of securing accessibility should not rest disproportionately on disabled people themselves. For too long, disabled passengers have been expected to research, plan, explain and challenge, simply to exercise rights that already exist. That is why we are developing a new accessible travel charter, which will set out clear commitments for transport operators and local authorities.

I hope that I have demonstrated that this Government are taking clear, concrete and co-ordinated steps to realise our shared ambition for a truly accessible and inclusive transport system. I am grateful to Members across the House for their continued engagement and challenge, and I look forward to working with them, disabled people and the transport sector to ensure that this progress continues.

[Madam Deputy Speaker (Judith Cummins)]

I call Ruth Cadbury to wind up very quickly.

Oral Answers to Questions

Keir Mather Excerpts

Thursday 26th March 2026 Commons Chamber

[Dame Meg Hillier (Hackney South and Shoreditch) (Lab/Co-op)]

2. What steps her Department is taking to improve accessibility at train stations.

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

We are investing nearly £280 million to improve accessibility at stations through the Access for All programme. In January, 31 further stations were moved into delivery or design. I am very happy to say that, thanks to my hon. Friend’s campaigning, Dalston Kingsland station in her constituency is among those progressing as part of the national programme.

[Dame Meg Hillier]

You know that you are making your mark when Ministers name your station before you do—or one does, I should say. I am delighted that it has got to the next stage. I invite the Minister or the Secretary of State to visit Dalston Kingsland to see the impact of not having a lift at this station when, along the rest of the Mildmay line, stations are accessible. It is a key station for the world-famous Ridley Road market in my constituency. Will a visit be possible?

[Keir Mather]

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

[Mr Speaker]

Now to the centre of the railway network: I call Jim Shannon.

[Jim Shannon (Strangford) (DUP)]

You have elevated me to heights I did not even know I could reach, Mr Speaker.

I thank the Minister for that answer to the hon. Member for Hackney South and Shoreditch (Dame Meg Hillier). Not a week passes without some of us getting complaints about accessibility, yet equality law is clear. What are the Government doing to ensure that there is accessibility at all train stations for all disabled people that meets equality legislation? Quite clearly, at this moment in time it does not.

[Keir Mather]

In the Government’s published accessibility road map, we have pledged to continue the Access for All programme. That is alongside the fact that step-free routes, which the hon. Gentleman mentions, have already been rolled out to 270 stations so far. The Railways Bill, which is still making its way through this place, contains a legal duty to promote the interests of passengers with disabilities so that accessibility can be at the heart of our railway.

[Brian Mathew (Melksham and Devizes) (LD)]

3. What steps she is taking to help reduce waiting times for driving tests.

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[Bell Ribeiro-Addy (Clapham and Brixton Hill) (Lab)]

5. What steps she is taking to improve passenger rail services.

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

To improve the unreliable services that plagued the rail network under the previous Government, and to improve the experience of using the railway, this Government are bringing services into public ownership and creating Great British Railways. This generational reform is already improving passengers’ experience of rail services, as cancellations are starting to fall after years of decline.

[Bell Ribeiro-Addy]

Inter-city rail fares in England remain eye-watering. London to Birmingham costs £72 on the day, London to Manchester £172 and London to Liverpool £179, but flying the same route can cost as little as £80. In Spain, rail reform drove up passenger numbers by 107% on comparable routes, with tickets as low as €12. The rail fare freeze is welcome, but fares remain unaffordable for many people. The Railways Bill promises powers to regulate fares, so how will the “reasonable” criteria be defined and enforced?

[Keir Mather]

Operational questions relating to how GBR designates fares will be a matter to consider once it has been created, but passenger affordability is a top priority for the Government. That is why, this year, we have taken the historic step of freezing regulated rail fares for the first time in 30 years. Had we not taken that historic decision, regulated rail fares would have increased by 5.8% from March.

[Mr Andrew Snowden (Fylde) (Con)]

In Fylde, we are blessed to have nationally and internationally significant events. The women’s open returns to Royal Lytham and St Annes this year, and the Lytham festival is going from strength to strength. Our Sunday rail services are important for these events, but they are often cancelled because of a lack of conductors at Northern Rail, which was nationalised back in 2020, as well as the inability to get staff to do overtime. Would the Minister be willing to meet me and representatives from Fylde to discuss how we can get extra and more reliable Sunday services to support our important tourism industry?

[Keir Mather]

The hon. Member is correct to point out that rail services can serve as a catalyst for economic growth and as a way to connect more people to the culture that communities like Fylde have to offer. I will ensure that his request for a meeting with the Minister for Rail and representatives from his local council is passed on.

[Steve Witherden (Montgomeryshire and Glyndŵr) (Lab)]

In January, I was delighted to get confirmation that Ruabon station had progressed to the next stage of the Access for All programme. It is an absolute disgrace that disabled people and young mothers with prams can access the northbound platform only by climbing the steps and crossing the footbridge at the second busiest of Wrexham’s five stations. Will the Minister provide an update on progress in delivering a ramp at the station?

[Keir Mather]

My hon. Friend is right in his ambition to ensure that accessibility is there for everyone right across our United Kingdom, including in Wrexham. I will ensure that the Rail Minister provides him with an update in writing on when the ramp is likely to be delivered.

[Martin Vickers (Brigg and Immingham) (Con)]

Further to the pleading of my right hon. Friend the Member for Gainsborough (Sir Edward Leigh) about the train service—[Hon. Members: “On your knees!”] That makes two of us pleading with Ministers for that service, and I know that the hon. Member for Great Grimsby and Cleethorpes (Melanie Onn) would happily kneel as well. I remind the Minister that LNER has been in state ownership for a number of years, yet it still cannot provide that service. There is an open access application from Grand Central Rail for a service to Grimsby, so will the Minister assure me that, given all our pleading, the Government will at least look sympathetically on that application?

[Keir Mather]

Although I might not have too much more to add on the question of LNER services, the hon. Member will know that open access decisions are a matter for the operationally independent Office of Rail and Road.

[Mr Speaker]

I call the shadow Secretary of State.

[Mr Richard Holden (Basildon and Billericay) (Con)]

We still do not know how or what the Government want to achieve with state control of the railways. They say that there will be simpler fares, but the public are seeing simply more expensive fares. They say that passenger growth is necessary, but there is no target for that growth in the Railways Bill. They say they want to reduce the taxpayer subsidy, but in written answer after written answer, the Minister refuses to say how they hope to achieve that. Is this lack of a plan why the Secretary of State has been reduced to trying to claim credit for the work of others? She has been left red-faced and community noted after posting on X about the phasing out of the old class 455 trains on South Western Railway. She said it was down to the

“progress...on your publicly owned railway”,

when it was actually delivered under a Conservative Government and by a private company.

[Keir Mather]

I encourage the shadow Secretary of State actually to read the Railways Bill, which his party has consistently voted against, where the reason we are pursuing nationalisation is laid out in black and white. It is for one thing and one thing only: to deliver better services for passengers, to ensure that the railway is run in the public interest and not for profit, and to leave behind the decades of misery and delay under the privatised system, which did not serve any of the travelling public across the United Kingdom.

[Mr Holden]

It is clear that the Minister is not prepared to agree with the Secretary of State, so I ask him whether he agrees with himself. In an answer to my hon. Friend the Member for Broadland and Fakenham (Jerome Mayhew) on 23 March, he said that

“public ownership is expected to save taxpayers up to...£110-150 million every year...This is several orders of magnitude less than the costs of scaling up DfTO staffing in anticipation of establishing GBR”.

[Keir Mather]

The shadow Secretary of State talks about value for money for the British taxpayer. The national rail strikes under the last Government cost the taxpayer £850 million in lost revenue between June 2022 and August 2024. I ask him how that compares with the operational savings that will be achieved by the nationalised railways. They are an order of magnitude smaller than the cost of establishing Great British Railways, which unlocks all these benefits for the travelling public.

--- Later in debate ---

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

12. What recent discussions she has had with the aviation industry on the potential merits of the UK rejoining the European geostationary navigation overlay service.

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

My Department continues to engage with a range of aviation stakeholders, including the Civil Aviation Authority, to better understand the impacts of the loss of access to the European geostationary navigation overlay service. This includes the practicalities, costs and benefits for industry and the taxpayer if we were to rejoin.

[Mr Carmichael]

I think I can speed things up there, because I can tell the Minister exactly what the impact has been. Since we lost access to EGNOS, the number of cancellations to island communities has trebled, which in turn has put up the cost of tickets, and occasionally air ambulance flights are unable to get in. That has been the cost of coming out of EGNOS, and it is about time we found our way back into it. Will the Minister meet me, and perhaps his hon. Friend the Member for Na h-Eileanan an Iar (Torcuil Crichton), to find a way of progressing this without any further delay?

[Keir Mather]

I would be very glad to meet the right hon. Member and our colleague. I understand the important role that EGNOS played in ensuring that we had those vital connectivity links to the Scottish highlands. That is why we intend to review the role that technologies such as EGNOS can play, to ensure that our airspace is resilient and fit for purpose, especially for remote airports that are more susceptible to adverse weather conditions. I am very happy to take that conversation forward with the right hon. Member.

[Torcuil Crichton (Na h-Eileanan an Iar) (Lab)]

Some 40% of flight diversions from Stornoway, Benbecula and Barra airports in my constituency could have been avoided if we were part of EGNOS, which was shamefully abandoned during Brexit by the Conservatives. As the right hon. Member for Orkney and Shetland (Mr Carmichael) pointed out, this has huge social and financial implications —schedules are cut, and people are considering not just their travel arrangements but their living arrangements, because without 21st-century connectivity we cannot live 21st-century lives. I urge the Minister to consider the costs and benefits of rejoining EGNOS, and by all means to meet me and the right hon. Member for Orkney and Shetland, as well as some Cornish MPs who have raised this issue.

[Keir Mather]

I thank my hon. Friend for his repeated and consistent advocacy on this issue. I am cognisant of the fact that air connectivity in the Scottish highlands is not a “nice to have” but an absolute necessity. As well as meeting the two Members, my officials would be keen to engage with a variety of stakeholders as part of the review, to obtain evidence on the benefits of the EGNOS solution. That evidence will be critical to ensuring that the Government work out their future position carefully and that any future decision delivers value for money to the taxpayer.

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

13. Whether her Department is taking steps to ensure that open access rail services continue to be available in the Beverley and Holderness constituency.

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

We are clear that open access will continue to play an important role on the reformed railway under Great British Railways, which will oversee a network designed to deliver better outcomes for passengers. Existing open access operators, such as Hull Trains, will be able to continue running under their current access agreements, serving communities including Beverley and Holderness.

[Graham Stuart]

As the Minister knows, before Hull Trains, Hull and east Yorkshire were a forgotten part of the rail network. Hull Trains put that right, connecting the great port city of Hull, and indeed Beverley, directly to London. It is also one of the most popular train services in the whole country. I am pleased to hear what the Minister has said, so will he meet me—and perhaps colleagues—to discuss the future of open access and Hull Trains, to ensure that it is safeguarded into the 2030s and beyond, as I know he wants?

[Keir Mather]

I thank the right hon. Gentleman for his request for a meeting, which I will make sure is reflected to the Rail Minister. I understand the importance of the contribution that Hull Trains makes, both to the east riding of Yorkshire and across the country. Under the Railways Bill, it is absolutely right for GBR to be the directing mind for the railway, to ensure that we can make best use of the network, but we are also very clear that where open access represents best use, those trains will get on the network. Hull Trains has a very important part to play in rail connectivity in the United Kingdom.

[Sonia Kumar (Dudley) (Lab)]

14. What steps she is taking to improve transport connectivity in Dudley.

--- Later in debate ---

[Mr Speaker]

I think the Minister has got the gist of the question.

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

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

[Mr Speaker]

I call the Liberal Democrat spokesperson.

--- Later in debate ---

[Jo White (Bassetlaw) (Lab)]

I refer Members to my entry in the Register of Members’ Financial Interests showing that, last summer, Hull Trains paid for 32 teenagers to travel to London to attend my parliamentary summer school.

This time last year, I was advocating for more connectivity for my constituents by backing the application from Hull Trains for a service between Sheffield and London King’s Cross via Worksop and Retford. Despite my disappointment at the refusal, I am keen that companies such as Hull Trains continue to make open access bids. How will Great British Railways ensure independent oversight, and what resources will the Office of Rail and Road be given to guarantee transparency and independence in the decision-making process?

[Keir Mather]

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

[Lisa Smart (Hazel Grove) (LD)]

My constituent Nawaz has been in touch with me with real concerns about the financial impact that roadworks are having on his small business. He may be entitled to compensation if the roadworks are caused by gas or water companies, but not if they are works by telecoms or electricity companies. The impact on local businesses and constituents is the same whether roadworks are for cables or for pipes, so could the Department look at that discrepancy?

Rail Connections to London: Rural Towns

Keir Mather Excerpts

Monday 23rd March 2026 Commons Chamber

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

It is a pleasure to respond to this debate. I congratulate my hon. Friend the Member for Shrewsbury (Julia Buckley) on securing it and for speaking so ardently about the critical importance of rail connections in rural areas. She also set out a strong case for the historic yet modern and classic yet avant-garde town of Shrewsbury, and all that it has to offer people across the United Kingdom.

It would be remiss of me not to reflect on the fact that a debate that began with Shrewsbury grew into a fascinating tour of the rail challenges and opportunities in rural towns the length and breadth of our beautiful country.

[Chris Coghlan (Dorking and Horley) (LD)]

My rural constituency is lucky enough to be only 21 miles from London, but the train from Dorking travels at 21 mph, which, according to my arithmetic, means that it takes one hour to get there. Some 1,900 people have signed a petition calling for a faster train, and the director of South Western Railway is interested. Will the Minister meet me to discuss faster trains to Dorking?

[Keir Mather]

I am very glad that the hon. Member managed to sneak in before the end of the debate. I cannot fault his maths on the challenge that he describes. I will ensure that his request for a meeting is passed on to the Rail Minister, who, I am sure, will be very glad to meet him.

Colleagues must forgive me, because although I have reflected closely on their points during the debate, and shall feed them into Department for Transport processes on improving rail connectivity between rural towns and London, the substance of my remarks will focus on rail connections to Shrewsbury. My hon. Friend the Member for Shrewsbury worked so hard to secure the debate and deserves a full response to the issues that she raised.

Members from across the House, including my hon. Friends the Members for Wolverhampton North East (Sureena Brackenridge), for Truro and Falmouth (Jayne Kirkham), for North West Leicestershire (Amanda Hack) and for Doncaster East and the Isle of Axholme (Lee Pitcher), and the right hon. Member for Aldridge-Brownhills (Wendy Morton)—I could go on, Madam Deputy Speaker, but you will be pleased to know that I will not—made the crucial point that good rail connections are vital for connecting people to job, service and leisure destinations. They are catalysts for economic growth. People deserve access, irrespective of where they live, to all the benefits that the railway has to offer. That is why it is so important that we deliver on our promise to bring the railway back into public ownership under Great British Railways.

GBR will bring 14 separate train-operating companies and Network Rail into a single organisation that will be able to plan a fully integrated train service on which passengers can rely. GBR will be better able to offer the fast and frequent connections to, from and between major economic centres. When people need to change trains—for example, when they change from a rural connection to an inter-city service—GBR will be far better able to make connections dependable, as they are for passengers on the world’s best-performing railways. Of course, in a system that needs to cater for many needs, and to connect many towns and cities across the country, while improving performance and reducing costs for taxpayers, some compromise is necessary. Although it may not be possible in every instance to provide direct services to all places, we are determined to ensure that GBR offers people excellent access to their nearest major economic centre, for jobs and services, and to major rail hubs for onward connections.

[Ben Maguire (North Cornwall) (LD)]

I thank the Minister for giving way right at the end of the debate. My constituency does not contain a single mainline station. The six Cornish MPs would also love to meet the Rail Minister. We have a plan called “Kernow Connect”, and we have huge economic potential, with critical minerals and one of the world’s deepest ports in Falmouth, but we do not have the capacity for freight on our railway. I would appreciate the Minister’s help in setting up that meeting and moving this forward.

[Keir Mather]

I thank the hon. Gentleman for his intervention. I will ensure that his request is put through to the Rail Minister.

Let me turn to the matter of direct services between Shrewsbury and London. I fully understand the desire of my hon. Friend the Member for Shrewsbury for a direct connection to London. I reassure her and the community she represents that the Government are determined to improve rail services across her constituency and elsewhere. We will set out some of our ambitions in more detail in our forthcoming integrated national transport and long-term rail strategies later this year.

We have been clear that GBR must be a railway for everyone, and it will be required to engage widely with local leaders on delivering the best service for their area, supporting local growth in a way that is affordable, and supporting a high-performing railway for everyone. I welcome the advocacy of my hon. Friend the Member for Shrewsbury, and that of other Members, and I look forward to GBR working in partnership with them to reshape services so that they meet the needs of the communities they serve.

[Wendy Morton]

Is there definitely space for open access in GBR? The Wrexham, Shropshire and midlands railway, which the hon. Member for Shrewsbury (Julia Buckley) talked about, is an open-access bid.

[Keir Mather]

I thank the right hon. Lady for her contribution. She has made similar ones about open access, and I fully agree about how important it is. We believe that when GBR manages capacity across the rail network, it might create more opportunity for open-access services when the railway is run in a more cohesive way. Open access can absolutely be part of the picture in a dynamic railway system.

The majority of passengers from Shrewsbury choose to go to Birmingham, or to other stations along the same route, and very few passengers used the Avanti service that was referenced. When Avanti withdrew its service, West Midlands Trains significantly improved its service by adding a new, limited-stop service to Birmingham, between WMT and Transport for Wales areas. Shrewsbury residents currently have three direct trains per hour to Birmingham. This is an improvement to the most popular services, and it also insulates local train service performance from issues that may occur further down the line. Since the direct service was withdrawn, Avanti has increased the number of fast services between London and Birmingham, improving interchange options for those travelling between London and Shrewsbury. I appreciate that that might not go far enough for my hon. Friend, and I am happy to take the conversation forward.

Such steps represent meaningful progress, and it is not just rail services that are being improved for local communities. We are consolidating and simplifying local transport funding for all local transport authorities. Shropshire county council will receive £8.7 million from the bus services fund, which the council can use however it wishes to deliver better bus services for local people. Shropshire county council will also receive £219 million in integrated transport fund allocations between 2026-27 and 2029-30.

I recognise my hon. Friend’s determination to pursue the open-access application from the Wrexham, Shropshire and midlands railway. The Department for Transport agrees that it would provide important connectivity for communities along the proposed route, including Shrewsbury. That is why we have provided conditional support for WSMR’s application, subject to the Office of Rail and Road and Network Rail being satisfied that services can be accommodated without compromising network performance, and without adversely affecting the rights of other operators. I hope my hon. Friend will appreciate that under the current system, access to the rail network is a matter for the ORR, as the independent regulator for the rail industry. The Department for Transport is unable to direct the ORR’s decision making directly. However, capacity remains constrained on the west coast main line, and that was a major factor in the ORR’s rejection of WSMR’s original application. Improving capacity across our rail network is a long-term priority for this Government. We are establishing GBR precisely to put in place the strategic planning and sustained investment that is needed to secure better connectivity and opportunity for communities in every part of the country.

Once it receives Royal Assent, the Railways Bill will establish a new access framework. GBR will in future be responsible for decisions about access to its network, as the single directing mind for the railway. GBR will be required to determine the best use of the network in line with its statutory duties, which include promoting the interests of railway passengers, and delivering the social and economic benefits derived from railway services. Open access will continue to play a role in offering innovative solutions and improving connectivity where it represents best use of the network. The new capacity allocation framework will embed strategic planning, and under the infrastructure capacity plan, GBR will be able to provide greater clarity and long-term certainty for open-access operators in a way that the current system does not. The Government have committed to honouring all existing access rights under GBR, including for open-access operators, for the duration of those access agreements.

In conclusion, I thank my hon. Friend the Member for Shrewsbury for her thoughtful and constructive contributions on behalf of her constituents, and all other Members across the House who have raised the transport challenges in their constituency, have sought to hold the Department for Transport to account, and have asked how the Department can go further, faster, in delivering on its aspirations. I have listened to the points raised this evening, and I reassure my hon. Friend and other Members that the Government will reflect carefully on all of them.

Question put and agreed to.

Cheadle Train Station

Keir Mather Excerpts

Wednesday 18th March 2026 Westminster Hall

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

It is a pleasure to serve under your chairship, Sir John. I congratulate the hon. Member for Cheadle (Mr Morrison) on securing this debate, and everyone else, including the hon. Members for Strangford (Jim Shannon) and for Hazel Grove (Lisa Smart), on their helpful interventions that stressed the fundamental importance of rail connectivity to communities in the north-west of England.

Before I turn to the substance of my speech, I want to say that I have noted the hon. Member for Cheadle’s point about the lack of response to his correspondence with the Rail Minister and the Department for Transport, and I will make sure that his correspondence receives a full response as quickly as possible.

I am grateful for the impassioned case the hon. Gentleman made for building the new station. He outlined how railways serve as a catalyst for economic growth, social connections and interconnectedness between different communities. A powerful case has been put forward on behalf of the people of Cheadle.

[Andrew Cooper (Mid Cheshire) (Lab)]

I congratulate the hon. Member for Cheadle (Mr Morrison) on securing the debate and pay tribute to him for the strong case he made on behalf of his residents in Cheadle. If I was in his position, I would make broadly the same arguments. However, I am the Member of Parliament for Mid Cheshire, and I have to speak for my constituents, and unfortunately there is no way to deliver a station at Cheadle that does not have a detrimental effect on the mid-Cheshire line and add to the journey time from Northwich, which is already an hour.

Transport for Greater Manchester’s modelling proposed dropping the services from Plumley, Ashley and Mobberley down to every two hours, rather than every hour, which would effectively kill rail travel to those communities. Does my hon. Friend agree that if the proposal is to go forward, we need to look seriously at either a half-hourly service from Northwich or wider infrastructure improvements, so that we can improve journey times for the whole line?

[Keir Mather]

My hon. Friend pre-empts some of the matters that I will turn to shortly, including connectivity and capacity considerations for other parts of the north-west rail network. He is absolutely right that the Department for Transport has an obligation to ensure that these questions are considered in the round, and that communities are not disadvantaged. I will turn to that point in more detail in a moment.

The Government know and understand how vital good, reliable and frequent rail services are to local communities, particularly those in the north of England, which have seen years of chronic under-investment. The Government recognise the potential benefits of the proposed new station at Cheadle for the local community, including improved access to jobs, education, healthcare and economic growth, alongside the forecasted positive revenue that would help to support the railway’s financial sustainability.

In determining whether a new station is feasible, a number of considerations must be made, and relevant stakeholders must be included in the decision-making process. Network Rail, as the owner of the rail infrastructure, is responsible for assessing whether additional train stops could be accommodated, taking into account operational constraints on the network. The Department for Transport is responsible for understanding the cost to the taxpayer of additional stops and services.

Stockport council, which received funding for the planning and construction of a new station at Cheadle in 2022, is responsible for the project’s delivery, and Cheadle has been included in the Stockport local regeneration fund since September 2025. The funding landscape for local authorities has evolved, with the town deal, the levelling-up fund and the pathfinder pilots now combined into one streamlined, flexible funding stream called the local regeneration fund. This change aims to cut down on bureaucracy, and gives local authorities much more freedom to adapt schemes in response to local needs, so that they no longer require central Government approval for project adjustments. As a result, decision making is now much more devolved, empowering local authorities to act swiftly and responsibly on local priorities.

The delays to the project have unfortunately occurred due to several concerns around timetable feasibility and the potential effects on performance. The proposed location with planning permission is on a single-track section of the rail network, which leads on to the congested corridor between Stockport and Manchester Piccadilly, limiting service options and presenting complex operational challenges. While services run along the mid-Cheshire line through Cheadle, the capacity of the line between Stockport and Altrincham is constrained by the single-track stretches. Parts of the mid-Cheshire line are also used by freight services, which will need to be considered when planning for any additional stops.

The interconnected nature of the rail network means that this proposal cannot be considered in isolation; it would affect the nationally significant Stockport-Piccadilly section of the west coast main line. An additional stop on the single-track section risks delays for all services at Edgeley junction No. 2, as trains approach central Manchester and interact with this critical section of the west coast main line. That could have serious knock-on impact on services across the network. The proposed timetable would also require the re-timing of long-distance passenger and freight services.

The Rail North partnership board is the decision-making board for service considerations for Northern Trains Ltd and TransPennine trains, and is one part of the process that needs to be take place to enable the service change. It is now evident that service change, including reducing the frequency of services that stop at Ashley and Plumley, is the only way that an hourly stop at a new station at Cheadle could be accommodated. Officials are developing a paper for consideration by the Rail North partnership board at its next meeting on 15 April. We need to ensure that those who are potentially impacted by such a change are given the opportunity to voice their concerns through meaningful consultation. We therefore encourage Stockport council and Transport for Greater Manchester to continue to engage with stakeholders and industry about the concerns raised and the areas potentially impacted by proposals.

This has been an opportunity to reflect on the case for a new station at Cheadle. Transport connections underpin the core missions of this Government: to kickstart economic growth, unlock housing delivery and break down barriers to opportunity to transform lives. After years of poor performance, it is more important than ever that passengers regain confidence in the rail services they rely on and that the risk to punctuality is fully understood and mitigated as far as possible. However, any timetable changes must be carefully considered to balance local benefits against wider network impacts.

I thank the hon. Member for Cheadle for securing this debate and other Members for their contributions. I commit to continuing the conversation with him on a key issue for him and his constituents, as he continues to fight for improved transport connections across his constituency.

Question put and agreed to.

Isles of Scilly: Transport

Keir Mather Excerpts

Tuesday 17th March 2026 Commons Chamber

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

It is a pleasure to respond to this Adjournment debate. May I begin by congratulating the hon. Member for St Ives (Andrew George) for securing it and for speaking so passionately about transport provision for the Isles of Scilly? He speaks with his characteristic good nature on what are really severe and challenging issues facing his constituents and, at the first instance, I acknowledge that and his tireless work across many decades in Parliament where he has advocated on their behalf. I also thank him for his kind offer for us to work more closely together on this issue, which is certainly a commitment I would be glad to accept.

The hon. Gentleman is right to point out that the Isles of Scilly are unique, both in their beauty and their appeal to both residents and visitors, as we have so ably heard, but also that they have clear and pressing challenges in their transportation needs. Their location, 30 miles to the west of Cornwall, brings a set of unique transport challenges that the hon. Member has set out.

If he will allow me, first, I will briefly highlight some of the work that this Government are doing across transport, and notably in Cornwall, that will benefit the hon. Member’s constituents, before turning to the specific concerns that he has raised. We are providing record levels of investment to road, bus and active travel projects across the country to boost connectivity through simplified multi-year settlements. Although I appreciate that the Isles of Scilly are treated separately for funding purposes, Cornwall council, the local authority for much of the hon. Member’s constituency, will receive over £30 million of local authority bus grants during the spending review period, in addition to the £10.6 million it is receiving this financial year. It will also receive over £4.5 million for active travel, up to £221 million for highways maintenance and £24 million in local transport grant funding over the next four years. However, I appreciate that the hon. Member has brought this debate today because he wants to speak about the specific concerns of islanders, and it is those matters that I will now turn to.

The Isles of Scilly are served by a ferry service for eight months of the year, provided by the Isles of Scilly Steamship Company and its vessel, the Scillonian III. I am pleased that the company has commissioned the building of a new passenger ferry, the Scillonian IV, which, as the hon. Member has outlined, is due to come into service next year. In addition, it has two new freight vessels coming into service this summer, and a further vessel is to be launched in 2027. These investments will help secure services between the isles and the mainland for the foreseeable future.

The hon. Member is right to point out the cost of living impact of the transport challenges that his constituents face. The cost of living is a key issue for this Government, and I recognise his and his constituents’ concerns regarding the unique challenges around the high cost of travel to, from and between the islands. I acknowledge the difficulties the island communities face, both in travelling to and from the mainland and in travelling between the islands, and my Department remains committed to delivering better, sustainable and more affordable transport provision. This will be reaffirmed in the integrated national transport strategy, which will soon be published.

Although the amount of transport funding that we are able to offer the Isles of Scilly through the legislative means that the hon. Member outlines is, in my view, limited, that does not mean that we do not wish to do all we can to improve the services there. I can confirm that we are providing the council with a total of £291,000 in highways maintenance incentive funding, up to and including 2029-30, to maintain and improve local roads. Alongside this, we have allocated £140,000 in active travel funding to support the development and construction of walking, wheeling and cycling facilities, and to support network planning and community engagement.

I would like to reassure the hon. Member that I am committed to continuing the engagement between the Government and the Isles of Scilly. It is of paramount importance to me and other Ministers that this continues. Officials from my Department and the Ministry of Housing, Communities and Local Government visited the Isles of Scilly last year and spoke to residents to gain a greater understanding of the challenges that people face. This was followed by a visit in July from Baroness Taylor. These visits were valuable for our Departments, which have worked collaboratively to understand the challenges for people on the islands, including economic difficulties and transport-related issues. Both Departments remain in regular contact with the Isles of Scilly council, which is proactive in driving forward change.

I also recognise the impact of the increasing cost of fares and of transport operations on the people of the Isles of Scilly. It remains the case that all air and sea services to and from the islands are commercially operated, without public subsidy. As I have explained in correspondence with the hon. Gentleman, the threshold for Government intervention in such markets is extremely high, and there are no current plans to intervene, given that commercial services remain viable. I take his point about the provision for the Scottish islands and the legislative hangover from previous Governments’ time in office, but I would note that the situation in question was distinct, in that the services could not operate on a commercial basis. I reassure him that, through the Department’s public service obligations, a policy is in place that if any air transport routes were at risk of being lost, we would assess whether intervention was needed to ensure that the vital links between the islands and the mainland were maintained.

I also recognise that inter-island boat services are vital for the Isles of Scilly community. As I have set out to the hon. Gentleman, however, if a service is to be covered by the £3 national bus fare cap, it has to meet the necessary criteria, including being an open bus service that allows all members of the public to board. The English national concessionary travel scheme is a statutory bus-specific scheme, and it does not extend to maritime transport, but I understand his concerns about the limitations of that framework.

Local authorities have the discretion to offer concessions on other modes, and I am aware that the Isles of Scilly council already provides a health pass, as well as a discretionary concession pass. On ferry services, it is for the Isles of Scilly Steamship Company to decide whether to offer concessions, but I take on board the hon. Gentleman’s very reasonable point about the fiscal pressures faced by the council, and the concessionary offers that it is able to provide. That is certainly something that I will take away and reflect on as a result of our debate.

[Andrew George]

To a certain extent, the Minister has implied the answer to this, but of course he is well aware that a bus cannot drive between the off-islands and St Mary’s—though there might be some inventive way in which someone could do such a thing. He must accept that if one is looking for parity between the Isles of Scilly and the mainland, one must recognise that we cannot have an open bus service. There are boats and launches that go between the islands—and yes, anyone can use them. Surely there must be a way of finding a parallel for the Isles of Scilly.

[Keir Mather]

I take the point the hon. Member makes, and the point that he made earlier about the basic issue of equity for British citizens, irrespective of which part of the United Kingdom they live in. That being said, it is incumbent on me in my ministerial capacity to work within the framework of the regulations that have been set. Unfortunately, if they are too narrow to facilitate the interpretation that he advises us to make. I am afraid that that is the reality of the situation, but that is why it is all the more important that we find ways to engage together to solve these challenges. That is certainly what I want to do, following this debate.

Since last year, Artemis Technologies and other stakeholders have taken forward activity as a result of their successful bid to the Department’s clean maritime demonstration competition fund round 6. The Department provided £750,000 to enable a feasibility study to ascertain whether Artemis’s technology could provide a viable solution for an island route passenger service, particularly in the winter months, when residents have no regularly scheduled water crossing. We expect to hear the results very soon.

The UK emissions trading scheme will be extended to cover UK domestic voyages and all UK in port emissions for vessels of 5,000 gross tonnage and above from July 2026. I can assure the hon. Member that we have assessed that these criteria are not met for the Scillonian IV or the Scillonian III. Both remain outside the scope of the UK ETS, and the exemptions and threshold will be reviewed in 2028.

[Andrew George]

I am grateful for that clarification; I am sure that it will be music to the ears of the steamship company. Going back to the point about Artemis, which is exciting—I congratulate the Government for investing in it—is there any indication of the timescale for any roll-out that might benefit the Isles of Scilly?

[Keir Mather]

The Department, of course, wants to pursue these projects at pace. If the hon. Gentleman does not mind, I will respond to him in writing with a more detailed timeline of when roll-out will begin.

To conclude, the Government are investing in roads, rail, buses and active travel projects across the country to connect people to jobs, education and opportunities. Our multi-year transport investments help local authorities to drive economic growth and deliver on our plan for change. There are still challenges that we need to overcome, and I commit to working with the hon. Gentleman to ensure that we tackle them for residents of the Isles of Scilly. I sincerely thank him for securing the debate, and for allowing me to address the House on these important issues, which I know are of paramount importance to both him and his constituents. I am sure that he will be able to cover this subject in more detail when he meets Lord Hendy, Lord Berkeley, Baroness Taylor and representatives from the Isles of Scilly council tomorrow morning. I look forward to working closely with him on delivering better transport provision and improved connectivity for everyone in his constituency and right across the United Kingdom.

Question put and agreed to.

General Lighthouse Authorities: Light Dues 2026

Keir Mather Excerpts

Monday 9th March 2026 Written Statements

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

A safe, efficient and innovative maritime sector is fundamental to the United Kingdom’s economic strength and global competitiveness. The general lighthouse authorities are central to this ambition. Through their maintenance of essential aids to navigation and their rapid response to new wrecks and emerging hazards, the GLAs safeguard some of the busiest sea lanes in the world and enable the smooth and reliable movement of the goods that the UK’s economy depends upon.

This high standard of maritime safety is the result of the contribution of the shipping industry through the light dues system. Light dues ensure that the GLAs’ services are funded directly by those who benefit from them, without requiring support from the UK Exchequer. However, like many essential services, the GLAs are facing increasing operational costs and pressures. Without action, these pressures could compromise their ability to deliver the resilient and modern navigational infrastructure that maritime users rightly expect.

To support the high-quality service on which the maritime sector relies, I have decided to increase the light dues rate by one penny, to 46p per net registered tonne for 2026-27, and by a further penny, to 47p for 2027-28. These modest adjustments will provide the stability and certainty that the GLAs need to plan and deliver their critical programmes of work.

Light dues will continue to be reviewed annually. This ensures that the GLAs remain firmly focused on delivering an efficient, value-for-money service while upholding the safety and reliability that underpin the UK’s reputation as a world-leading maritime nation.

[HCWS1384]

Sustainable Aviation Fuel Bill

Keir Mather Excerpts

Consideration of Lords amendments
Tuesday 3rd March 2026 Commons Chamber

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

I beg to move, That this House agrees with Lords amendment 1.

[Madam Deputy Speaker]

With this it will be convenient to discuss Lords amendments 2 to 6.

[Keir Mather]

I am pleased that the Sustainable Aviation Fuel Bill has returned to this House with only a small number of Government amendments. I am grateful to Members of both Houses for their engagement and constructive approach throughout the Bill’s passage. I wish to thank my predecessor, my hon. Friend the Member for Wythenshawe and Sale East (Mike Kane), for his skilful steering of this Bill through its initial stages. I also thank Lord Hendy of Richmond Hill for his valuable support, and for leading the Bill so effectively through the other place. The Government brought forward six amendments, which were agreed to, and we are considering them today.

Lords amendments 1 to 3 ensure that the Secretary of State can enter into revenue certainty contracts only when the supported SAF is produced at a facility in the United Kingdom. Throughout the passage of the Bill in the Lords, peers provided thoughtful and collaborative suggestions on this topic, and I am grateful to them. The amendments to clause 1 provide that sustainable aviation fuel is to be regarded as “UK-produced” where any part of the process for converting feedstocks into fuel occurs within the UK. These amendments give the industry a clear and confident signal of support, and align with our intended objective for this Bill: the objective of supporting the UK’s sustainable aviation fuel industry.

Lords amendments 4 to 6 require the Secretary of State to consult the devolved Governments before making regulations under the powers in clauses 1, 3, 10 or 11. This ensures that devolved Governments are fully engaged on matters in their areas of competence.

[Mr Toby Perkins (Chesterfield) (Lab)]

I very much welcome the leadership that the Government are taking on this important industry. How much sustainable aviation fuel does my hon. Friend anticipate that the UK will be able to provide, and after his amendments have gone through, is it still likely that we will depend on imports of sustainable aviation fuel, alongside the stocks we have in the UK?

[Keir Mather]

To meet the provisions of the SAF mandate, we believe it will be necessary to have a mixture of sustainable aviation fuel produced in the United Kingdom and SAF imported from overseas. However, the Bill creates a revenue certainty mechanism—the first of its kind—to drive this nascent market to increase SAF production. We believe that the mechanism will demonstrably increase the amount of UK-produced SAF in the system, and will have an impact on the production of the good, skilled jobs in our energy industry that we all care about so much. I hope that reassures my hon. Friend that we believe that the Bill is the right process to go through to stimulate this industry, and to give investors the certainty that they need that the UK Government stand four-square behind the creation of sustainable aviation fuel in this country.

Clause 1(8) allows the Secretary of State to make regulations extending the period in which they can direct the counterparty to enter into contracts by up to five years at a time. Clause 3(1) gives the Secretary of State the power to make regulations requiring the counterparty to maintain a register of information on revenue certainty contracts, and to publish details about the contracts. Clause 10(1) gives the Secretary of State the power to make regulations that require the counterparty to pay a surplus to levy payers, and require levy payers to pass on the benefits of that surplus to their customers. Clause 11(4) gives the Secretary of State the power to make regulations amending financial penalties to reflect inflation, and to specify the basis on which a company’s turnover is to be determined for the purpose of those penalties. The amendments do not affect the delivery of the Bill or its underlying policy intent, and final decisions in relation to the regulation-making powers in the Bill will continue to rest with the Secretary of State for Transport.

The Government’s objective is to implement the revenue certainty mechanism for the SAF industry effectively across the whole of the United Kingdom and to work collaboratively with the devolved Governments to do so. I am grateful for the engagement on the Bill from across the devolved Governments and pleased to confirm that we have obtained legislative consent from all three devolved Governments. I therefore commend all six amendments to the House and urge Members to support them.

[Madam Deputy Speaker]

I call the shadow Minister, Greg Smith. I believe it is your birthday. [Hon. Members: “Aw!”] Happy birthday!

--- Later in debate ---

[Tom Collins (Worcester) (Lab)]

A few of my colleagues have been offering jokes. I was not able to prepare detailed remarks, so I hope they will forgive me if I just wing it. [Laughter.]

Although we have discussed decarbonisation a number of times in this debate, it has not been said yet that the Bill is about addressing the climate crisis. That incredibly important and urgent piece of work demands the utmost urgency and ambition. For that reason, I naturally support it and what it is trying to achieve. Similar mechanisms have been incredibly successful in developing the thriving renewables industry that we now see in the UK, which provides a lot of our energy.

It is worth while recognising that the Bill is part of a much longer journey to decarbonising aviation. I declare an interest early in my remarks: I am the chair of the all-party parliamentary group on hydrogen. In a very long timeframe, we can potentially see aviation using cryogenic hydrogen as a fuel source, so we should keep that in view.

Similarly, SAF has various generations of development, with different feedstocks and mechanisms of production. The fuels also have different characteristics and ways of interacting with gas turbine technology. Therefore, the devil will absolutely be in the detail of the mechanisms that the Government are putting forward to build a market for the various generations of SAF. I hope we will see more detail about that strategic approach as this legislation goes forward.

It is important, as the amendments make clear, that the UK benefits from what we are doing in the Bill. I am passionate about seeing the whole UK low-carbon energy supply chain building and scaling rapidly. That includes electrons—the Government already have very ambitious goals around decarbonising electricity—as well as molecules and hydrogen. We are still awaiting the hydrogen strategy. I recently spoke to the Minister about that, and I understand that it is close. It is incredibly important that we have an ambitious and comprehensive strategy for the development of the hydrogen economy in the UK that does not just serve a small number of industrial clusters but underpins our decarbonisation of electricity, provides dispatchable power and provides an opportunity for industrial renewal as we move forward.

Hydrogen is an important feedstock for producing SAF by any route. We need a hydrogen economy, and for that we need a price. For a price, we need storage and transmission. As we fulfil our desires for SAF to be ambitious, bold and effective in decarbonising, we must also do the work as a Government to build a hydrogen economy to establish that anchoring price, as well as demand and production, so that we can see a thriving, decarbonising aviation sector, the renewal and regeneration of the whole UK industrial sector, and an absolute renaissance underpinned by low-carbon energy—both electrons and molecules.

[Keir Mather]

Madam Deputy Speaker, it would be remiss of me not to start by asking for the leave of the House to speak again, and then wish a very happy birthday to the shadow Minister, the hon. Member for Mid Buckinghamshire (Greg Smith). I was so keen to wish him a happy birthday, I nearly put a foot wrong when it came to parliamentary protocol. I had the pleasure of celebrating my birthday during consideration of the Railways Bill with the hon. Member for Broadland and Fakenham (Jerome Mayhew). May I say, it was raucous, as I am sure the right hon. Member for Melton and Syston (Edward Argar) will attest?

I thank the shadow Minister for his support for the Lords amendments and for his strong support for the principle of decarbonisation of aviation. I am starting to receive slightly mixed signals from the shadow Transport team as to how passionately they stand behind this prospect across different modes of transport. Perhaps that is one to be hashed out over a beer at his birthday celebrations. I am glad that the shadow Minister agrees with the Government amendments. He is right to point to the economic value of decarbonisation across the United Kingdom and the need to focus on value for money for taxpayers. We are committed to delivering that in the revenue certainty mechanism by controlling the scale and the number of contracts that are entered into, as well as the prices that are negotiated in each contract. I assure him that the cost of the scheme and the impact on passenger ticket prices will be kept under continual review. I do not just acknowledge his commitment to be vigilant on this issue; I actively welcome it, and I thank him for his contributions.

May I also acknowledge the presence of my predecessor, my hon. Friend the Member for Wythenshawe and Sale East (Mike Kane)? I have already thanked him for his work on the Bill, but he was not in the Chamber, so I would like to take the opportunity to restate my thanks to him for getting this crucial legislation to where it needed to be.

I turn to the remarks of my hon. Friends the Members for Great Grimsby and Cleethorpes (Melanie Onn), for Doncaster East and the Isle of Axholme (Lee Pitcher) and for Doncaster Central (Sally Jameson). They were right to focus on and say that the benefits of SAF production must be felt in my home of Yorkshire as well as in Lincolnshire and across the United Kingdom. The point about Doncaster Sheffield airport is important, because the consumers who use our airports and seek to use aviation travel to connect themselves to the world also care that they can do so in a form of technology that the Government are doing their utmost to try to decarbonise. I am glad that they feel that that level of ambition is reflected both in these amendments and in the Bill as a whole. My hon. Friend the Member for Harlow (Chris Vince) also pointed to that.

The Lib Dem spokesman, the hon. Member for Didcot and Wantage (Olly Glover), was right to say that SAF is only one piece of the puzzle in aviation decarbonisation. Hydrogen flight, greenhouse gas removals and airspace modernisation all require focus. Those points were also made by my hon. Friends the Members for Chesterfield (Mr Perkins) and for Worcester (Tom Collins).

My hon. Friend the Member for Chesterfield asked me about the concerns about crop use in SAF. Currently, crop-based SAF will not be eligible for the SAF mandate, but a call for evidence on the subject is open and will close on 16 March. More broadly, he asked me a range of questions that were quite detailed, some of which lie outside the exact scope of the Lords amendments. I would therefore be grateful if he would write to me and set them out so that I can give him the full response that he requires.

I thank my hon. Friend the Member for Harlow for his contribution. He is right to point to the skills benefit that the generation of a thriving UK SAF industry can bring to his constituents and to support the work in Stansted airport. My hon. Friend the Member for Falkirk (Euan Stainbank) also raised the important point of ongoing questions surrounding the Grangemouth refinery. I reiterate, as he asked me to, that we are calling on investors to come forward and join us in the major opportunity to secure the long-term industrial future of Grangemouth as a hub for our clean energy future. With Government backing, we believe that now is the time for private sector partners to step forward and help shape the next chapter for Grangemouth. The National Wealth Fund stands ready to invest £200 million to support those new opportunities. I encourage my hon. Friend to keep working with us, and we are ready to engage with investors on that point.

Draft Merchant Shipping (General Lighthouse Authorities) (Increase of Borrowing Limit) Order 2026

Keir Mather Excerpts

Tuesday 24th February 2026 General Committees

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

I beg to move,

That the Committee has considered the draft Merchant Shipping (General Lighthouse Authorities) (Increase of Borrowing Limit) Order 2026.

The draft order will assist in the replacement of the ageing and increasingly obsolete vessels belonging to the general lighthouse authorities by increasing the amount of borrowing they can access under the Merchant Shipping Act 1995. It is the second of an anticipated series of 10 similar orders.

As arm’s-length bodies of the Department for Transport, the GLAs perform a vital role in meeting the UK’s obligations under the international convention for the safety of life at sea. The UK has some of the busiest and most dangerous waters in the world, and the potential for calamity is clear. With over 85% by volume of UK imports and exports transported by sea, the importance of the work of the GLAs cannot be overestimated. They have been doing this work for hundreds of years and are world-class experts, but expertise is not enough. It is equally vital that they have modern, efficient equipment to support them.

The GLAs work their vessels extremely hard. Their average economic service life is 25 years. Replacement on these timescales is therefore business as usual. I am delighted to note that the first of a new generation of GLA vessels, the Northern Lighthouse Board’s Pole Star, was delivered on Christmas Day 2025. This represents a sea change from her predecessor, as she is a significantly more capable, greener and more comfortable ship. That is a tangible demonstration of the Government’s continuing investment in the GLAs to ensure they continue to have the right tools to deliver their vital statutory duties.

The cost of new vessels is what brings the draft order to this Committee today. The GLAs are funded by light dues, which are an hypothecated tax paid by commercial and other shipping interests. The GLAs are not paid for by general taxation and make no call on the UK Exchequer to meet their day-to-day operational costs. The Merchant Shipping Act 1995 recognised that GLAs would occasionally need additional borrowing to afford large capital purchases, but it also set a cumulative limit of £100 million on the amount that all three GLAs could borrow. That figure was first included in legislation in 1988. It was not changed until the first of these orders, approved by Parliament in 2024, increased the limit to £133 million. However, it did not recognise inflationary or other pressures, or changes in international financial reporting which resulted in other costs, such as fixed-price elements of contracts, being treated as “borrowing” in accounting terms. That figure also included all borrowing, regardless of source—commercial or Government.

In real terms, £100 million in 1988 is equivalent to £197 million today. The GLAs were able to keep comfortably within the original £100 million limit until the need to purchase new vessels meant that it is now insufficient to meet forecast borrowing requirements. However, the 1995 Act places restrictions on how and when the power to increase the limit can be used. First, increasing the limit requires advance approval from His Majesty’s Treasury. My colleagues accepted our case and have provided that approval. Secondly, the limit can be increased only by order, hence the statutory instrument before us today. Thirdly, the limit can only be increased by a maximum of £33 million at a time—that is, in a single order—as the Select Committee on Statutory Instruments advised.

Given those legal constraints, we need to increase the limit by the maximum £33 million once again. Additional orders will be required for future increases to ensure that the limit aligns with forecast GLA borrowing. We will submit these orders for parliamentary approval in due course.

I must stress that increasing the borrowing limit does not represent a commitment to new funding. Every vessel replacement project will remain subject to the highest levels of scrutiny under Department for Transport, Cabinet Office and HM Treasury spend controls and approvals. However, these orders are essential to enable the GLAs to fund new vessels through borrowing when they need them. I therefore commend the draft order to the Committee.

--- Later in debate ---

[Keir Mather]

I will start where the Liberal Democrat spokesman left off and send everyone involved in the maintenance and continued use of Happisburgh lighthouse my sincere congratulations on keeping it going strong. I hope it continues to do so long into the future.

Responding to the points the shadow Minister made, I have met all the GLAs and remain confident in their capacity to manage this financial programme. I believe that they will make sure that when borrowing is undertaken, it is in a financially responsible way, and that they have the capacity to pay back borrowing in good time, owing to the close and thorough work Department for Transport officials have done with them on this programme. One vessel has already been brought to fruition in a cost-effective way, through a procurement process that I believe the authorities think worked well and served their interests, providing the vessel in a good timeframe. I have no concerns about the financial security of the GLAs, but if any arise, I will be sure to inform the shadow Minister, whom I thank for his general support.

We are an island nation, but I think we do not appreciate shipping’s importance to our economy and thus the importance of keeping seafarers safe. I hope you will indulge me, Sir Desmond, and allow me, on behalf of the Committee, to thank all seafarers and the staff of the GLAs, who go above and beyond to ensure that our vital marine aids to navigation remain operational. With the Maritime and Coastguard Agency and the marine accident investigation branch, our GLAs are recognised around the world for their world-class standards and expertise. The draft order and the others to come will support the purchase of vital new, modern vessels and other equipment they need to perform their statutory duties, and enable them to continue the work they have successfully done for hundreds of years of ensuring the safety of all mariners in UK waters.

Question put and agreed to.

Oral Answers to Questions

Keir Mather Excerpts

Thursday 12th February 2026 Commons Chamber

[Josh Fenton-Glynn (Calder Valley) (Lab)]

2. What recent discussions she has had with stakeholders on improvements to the Calder Valley train line.

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

Good morning, Mr Speaker, and most importantly, I wish you a very happy start to the super league season.

Northern Powerhouse Rail will be the biggest transformation in travel in the north of England in a generation. Under NPR, officials will assess options to improve Bradford to Manchester connectivity, including consideration of the Calder Valley line. I know my hon. Friend has been a great advocate for electrification, and the Rail Minister will be keen to work with him on this issue.

[Josh Fenton-Glynn]

Plans for a disabled access lift at Todmorden station were first announced in 2019, yet six years later we are still waiting, with no lifts, no date and no accountability. When I knocked on doors at the weekend, a disabled constituent said she can get in a lift to travel only in one direction, because the promised upgrade has not come. I urge the Secretary of State to intervene, and to help me and local councillors finally to get this project delivered, so that stations in Calder Valley work for all my constituents.

[Keir Mather]

I thank my hon. Friend for his focus on accessibility, and I would be glad to engage with him further on this matter. The project to which he refers was originally remitted to Northern Trains for delivery, but the contractor was stood down from works in August 2024 due to unsafe behaviours. Network Rail has taken over delivery of the project, the funding remains available, and it is currently undertaking survey works and option selection to provide an accessible route to and between platforms. I look forward to engaging with him further on this important issue.

[Andrew Rosindell (Romford) (Reform)]

3. What steps she is taking with public transport providers to help improve the safety of commuters.

--- Later in debate ---

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

This Government know that many people across the country are struggling with the cost of living. That is why we are taking historic steps to improve affordability for rail passengers, including freezing regulated rail fares for the first time in 30 years, saving commuters up to £300 per year, and delivering another Great British rail sale in January, with over 1 million discounted tickets sold.

[Sarah Green]

A parent has been in touch with me about the rising cost of rail travel for her daughter. Despite holding a railcard, the cost of her weekly travel to college increased overnight from £27.80 to over £40. She is worried that this will affect her daughter’s ability to attend college, as she may no longer be able to travel at peak times. Can the Minister outline what steps the Department is taking to ensure that increases in rail fares do not restrict access to education, and would he, for example, support the Liberal Democrat amendment to the Railways Bill, which would ensure that fare increases do not exceed inflation?

[Keir Mather]

The hon. Lady is right to point to the fact that our railways need to serve as a catalyst for young people to access the educational opportunities they need. I have already explained that we are freezing regulated rail fares for the first time in 30 years, which we hope will have a benefit for constituents across the area that she represents. Ultimately, the only way that we can get fares down in the long term is to have a railway with a single guiding mind and a single point of accountability, and that is through Great British Railways.

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

Yesterday, I had a very productive meeting with representatives of Greater Anglia about my campaigns to improve connectivity at Roydon station and improve safety at Harlow Mill station. Does the Minister agree that the move to Great British Railways and renationalisation will mean a better-connected rail service that is safer and will bring prices down for commuters?

[Keir Mather]

I could not agree more with my hon. Friend, who continues to be a determined advocate for his constituents in Harlow. GBR will allow us to rationalise the way the railway is run, think about it holistically and make sure that passenger services are run in the interests both of the passengers who use them and of the British taxpayer.

[Mr Speaker]

I call the shadow Minister.

[Keir Mather]

Better late than never, Mr Speaker. The shadow Minister is becoming exercised about rail fares now, but fares rose by 60% between 2010 and 2014 under his Government, and there was an £850 million strike cost to the taxpayer. For the first time in 30 years, we are freezing rail fares so that passengers can have money back in their pocket and continue to use the railway. If the shadow Minister wants to bring down costs for passengers in the long term, the only way is to get behind our move to create Great British Railways.

[Michelle Scrogham (Barrow and Furness) (Lab)]

6. What recent assessment her Department has made of the adequacy of the progress of upgrades to the energy coast train line.

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

My hon. Friend is a great champion for her constituents. I thank her for her efforts to push the project forward; the energy coast train line has great potential to boost the local economy. Cumberland council is rightly leading the development of proposals, and my Department will continue to work with it, and to facilitate engagement across Government.

[Michelle Scrogham]

People in Barrow-in-Furness have had to put up with an increasingly unreliable rail service, which is having a huge impact on lives and businesses locally. From our work together so far on the energy coast rail upgrade, the Minister is aware that we have cross-Government support, and that the technical case for the project is well advanced. Does he agree that the meeting that we have been working towards, bringing Ministers and Departments together with Cumbrian MPs, will be an important milestone as we progress this work?

[Keir Mather]

My hon. Friend continues to be a determined champion both for the project and for the economic benefits that it could bring to her constituents. I agree that a meeting with the Rail Minister is the right way to progress the matter; I give her an assurance that that meeting will happen in short order.

[Grahame Morris (Easington) (Lab)]

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

--- Later in debate ---

[Brian Mathew (Melksham and Devizes) (LD)]

13. What steps she is taking to improve railway services for passengers.

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

Rail performance is improving following a decade of decline. We are working with the rail industry on a performance restoration framework, with five clear areas of focus to recover performance to acceptable levels. Those include timetable resilience, staffing and keeping trains safely moving during disruptive events.

[Brian Mathew]

I thank the Minister for his answer. Network Rail’s Wiltshire strategic study identifies a clear strategic and economic case for upgrading the railway through Melksham, with a new passing loop unlocking capacity for an hourly passenger service, increased freight movements and improved network resilience when other lines are closed. The study also highlights how the proposed gateway station would deliver economic growth for Devizes and boost connectivity for towns and villages along the Kennet valley. Does the Minister—

[Mr Speaker]

Order. One of us has to sit down, and it is not going to be me. The question is too long. I have all your colleagues to get in—they are going to be upset. I am sure the Minister has a good idea of what the question was.

[Keir Mather]

I thank the hon. Member for his important question. I am aware of both the Bath and Wiltshire metro scheme and the Devizes gateway project. While there are currently no specific plans to deliver on those aspirations, we would encourage both him and local stakeholders, including local authorities, Great Western Rail and Network Rail to continue to work together to develop those plans, including sourcing funding opportunities. I am sure the hon. Gentleman will play his part as they do so.

[Dave Robertson (Lichfield) (Lab)]

People across Lichfield, Burntwood and the villages are overjoyed that this Government are investing in the midlands rail hub project, but they are eager for more. Will the departmental team look again at the south Staffordshire line, which would reconnect Lichfield to Burton via Alrewas, and the potential merits of a station to serve the National Memorial Arboretum?

[Keir Mather]

My hon. Friend continues to robustly defend the interests of his constituents to have the rail services that they deserve. If he writes to me with the detail of those proposals, I will ensure that the Rail Minister gives him a fulsome response.

[Munira Wilson (Twickenham) (LD)]

14. What recent progress her Department has made on Heathrow expansion.

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

The Department launched the review of the airports national policy statement in October 2025, and selected a single scheme to inform that review in November. We are reviewing the ANPS swiftly but thoroughly, and we intend to consult on any revisions by the summer.

[Munira Wilson]

The Environmental Audit Committee recently found

“that the Government is proceeding without the necessary evidence base to sufficiently underpin its economic arguments for airport expansion.”

Now senior figures in the airline industry are warning about serious economic consequences of the unaffordable, eye-watering costs that will be passed on to their passengers. Will the Minister now admit that the maths for Heathrow expansion simply does not add up, and that the project is about saving the Chancellor’s economic credibility when her other policies are undermining growth?

[Keir Mather]

The hon. Lady asks about the case for Heathrow expansion and collecting the data in reference to that. The ANPS review will do exactly that, reflecting changes in legislation, policy and analysis since the current ANPS was designated in 2018. It will ensure that any proposed scheme for expansion at Heathrow will be consistent with air quality obligations and will contribute to economic growth across the entirety of the United Kingdom.

[Kirsteen Sullivan (Bathgate and Linlithgow) (Lab/Co-op)]

T1. If she will make a statement on her departmental responsibilities.

--- Later in debate ---

[Joe Robertson (Isle of Wight East) (Con)]

Hard-working men and women in the coastguard, such as Bembridge resident Martin Groom, do vital work securing our borders, including, in some cases, intercepting small boats. The coastguard treats them as volunteers, but the Court of Appeal has disagreed and said that they are workers. Will the Government do the right thing and afford them all the rights, protections and fair payment that their worker status entails? The security of our nation relies on them.

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

The Government are currently considering the judgment handed down in the Groom case and the next steps that we will take with His Majesty’s Coastguard. In the meantime, we are grateful for the contribution of volunteers across wider society. They are a crucial part of how this country comes together and delivers for the common good.

[Daniel Francis (Bexleyheath and Crayford) (Lab)]

Last month, my Conservative-controlled council in the London borough of Bexley issued a press release stating that DFT data showed that it has the seventh best roads in England. Will the Secretary of State confirm that the data shows that it has an amber rating and does not say that it has the seventh best roads in England?

--- Later in debate ---

[Andrew George (St Ives) (LD)]

The Minister has referred to a local transport grant that is of course not available to the Isles of Scilly in my constituency, because it is not deemed to be a local transport authority. Attending medical appointments for my constituents from off-islands on a day like today would cost them £120 return. The Secretary of State has said that she is meeting fellow Members from Cornwall. Will she ensure that that meeting is on a cross-party basis, so that I can raise the serious transport problems on the Isles of Scilly?

[Keir Mather]

The hon. Member is right to raise the transportation issues on the Isles of Scilly and in his constituency more widely—I would be very grateful if he wrote to the Secretary of State on that matter. I understand that the Rail Minister will be meeting the leader of the council of the Isles of Scilly to discuss further some of the issues that the hon. Member is campaigning on.

Railways Bill (Fourteenth sitting)

Keir Mather Excerpts

Tuesday 10th February 2026 Public Bill Committees

[The Chair]

With this it will be convenient to discuss the following:

Government amendments 187 to 199.

Schedule 3.

Clause 88 stand part.

[Keir Mather]

Clause 87 points towards schedule 3, which contains minor and consequential amendments arising from the Bill. The Bill has broadened its scope, and much of the related previous legislation will need altering slightly. These minor and consequential amendments allow for the necessary changes and updates to be made, and will help propel the Bill forward. I therefore commend the clause and schedule 3 to the Committee.

Amendments 188, 191 to 193 and 196 to 199 in my name are consequential amendments to the Railways Act 1993, the Railways Act 2005 and the Greater London Authority Act 1999 that reflect the removal of franchising. The new provisions about railway passenger services and the creation of GBR. For example, it was necessary to make some amendments to the closures regime in the 2005 Act as it was aligned with the franchising system in the 1993 Act, whereas we now need it to align with the Bill. Importantly, there is no change to the outcome to the closures process, and the role of the ORR and Ministers is not changing.

Amendment 190 ensures that documents sent in accordance with the Railways Act 1993 and the Bill can be sent electronically. It is a common and standard amendment to reflect technological developments. Amendments 187, 189, 194 and 195 remove provisions that are no longer necessary.

The last thing I will address in this group is clause 88, which I commend to the Committee. It will give the Secretary of State powers to make amendments that are consequential to the Bill. That will ensure that the statute book is tidy and appropriately reflects the changes the Bill makes. I stress that this power cannot be used to make policy changes and is intended only to ensure that the outcomes of the Bill are not hindered or confused by existing legislation that should have been consequentially amended.

[Jerome Mayhew]

I have no comments.

[Keir Mather]

I thank the shadow Minister for that.

Question put and agreed to.

Clause 87 accordingly ordered to stand part of the Bill.

Schedule 3

Minor and consequential amendments

Amendments made: 186, in schedule 3, page 70, line 27, at end insert—

“7A In section 18, omit subsection (6A).”

This amendment removes provision about franchised and operator of last resort services, which will no longer be necessary.

Amendment 187, in schedule 3, page 70, line 28, at end insert—

“8A In section 22(1), omit ‘or Schedule 4A to this Act’.

8B In section 22C(2), for ‘, subsection (1) above or Schedule 4A to this Act’ substitute ‘or subsection (1) above’.”

This amendment removes provision referring to Schedule 4A to the Railways Act 1993, in consequence of the repeal of that Schedule by the Bill.

Amendment188, in schedule 3, page 72, line 28, at end insert—

22A “(1) Section 130 is amended as follows.

(2) In subsections (1ZA) and (1ZB), omit ‘under Welsh franchise agreements’.

(3) In subsection (1ZC)(a)(ii), omit ‘under a Welsh franchise agreement’.

(4) In subsection (1A), for paragraphs (a) and (b) substitute—

‘(a) a Scotland-only service; or

(b) any other railway passenger service provided or secured to any extent by the Scottish Ministers.’.”

This amendment makes changes to the penalty fare provisions of the Railways Act 1993 that reflect the way passenger services will be provided under Part 2 of the Bill.

Amendment 189, in schedule 3, page 72, line 34, at end insert—“23A Omit section 136.”

This amendment repeals section 136 of the Railways Act 1993, which is no longer necessary.

Amendment 190, in schedule 3, page 73, line 12, at end insert—

“24A (1) Section 149 is amended as follows.

(2) In subsection (1)—

(a) after ‘this Act’ insert ‘or the Railways Act 2026’,

(b) after paragraph (a) insert—

‘(aa) by sending it to the person by agreed electronic means (for example, by email to an agreed address); or’, and

(c) in paragraphs (b) and (c), after ‘paragraph (a)’ insert ‘or (aa)’.

(3) After that subsection insert—

‘(1A) Subsection (1)(aa) does not apply in relation to a document required or authorised by virtue of sections 118 to 120 or 149A to be given or served by the Secretary of State to or on any person.’

(4) After subsection (3) insert—

‘(3A) A notice sent to a person by electronic means is, unless the contrary is proved, to be treated as having been given on the working day immediately following the day on which it was sent.’

(5) At the end of subsection (5) insert—

‘“working day” means any day other than—

(a) a Saturday or a Sunday,

(b) Christmas Day or Good Friday; or

(c) a day which is a bank holiday under the Banking and Financial Dealings Act 1971 in any part of the United Kingdom.’”

This amendment allows for the electronic service of documents under the Railways Act 1993 and the Bill.

Amendment 191, in schedule 3, page 73, line 13, at end insert—

“25A (1) Schedule 6 is amended as follows.

(2) Omit paragraph 1(aa).

(3) In paragraphs 3, 7(2) and (4), 8, 9 and 10(5), for ‘appropriate national authority’, in each place it occurs, substitute ‘Secretary of State’.

25B In paragraph 1(1) of Schedule 11, in the definition of ‘eligible person’, in paragraph (a)(ii) for the words from ‘or a body’ to ‘agreement’ substitute ‘, Great British Railways or a subsidiary of Great British Railways’.”

This amendment makes consequential amendments of the provision about railway administration orders and provides for employees of Great British Railways and its subsidiaries to be eligible persons for the purposes of pension schemes.

Amendment 192, in schedule 3, page 73, line 34, at end insert—

“27A (1) Section 163 is amended as follows.

(2) In subsection (4A)—

(a) for ‘Network Rail Limited’, in each place it occurs, substitute ‘Great British Railways’;

(b) for ‘Network Rail’, in both places it occurs, substitute ‘Great British Railways’.

(3) In subsection (8)—

(a) in the definition of ‘land used by Network Rail’, for ‘Network Rail’, in each place it occurs, substitute ‘Great British Railways’;

(b) omit the definition of ‘Network Rail’.”

This amendment amends provisions of the Greater London Authority Act 1999 to reflect the new role of GBR.

Amendment 193, in schedule 3, page 73, line 36, leave out from “(1)(a)(ii)” to the end and insert

“for ‘franchise agreements,’ substitute ‘a public service contract awarded as mentioned in section 31(2) of the Railways Act 2026,’”.

This amendment provides for the duty to co-operate for the purpose of co-ordinating public transport for travel to and in Greater London to apply in relation to services provided under a public service contract awarded under clause 31(2).

Amendment 194, in schedule 3, page 74, line 2, at end insert—“29A Omit section 205.”

This amendment repeals a spent provision of the Greater London Authority Act 1999 relating to franchise agreements.

Amendment 195, in schedule 3, page 74, line 8, at end insert—

“32A Omit sections 3 and 4.”

This amendment repeals provisions of the Railways Act 2005, which are no longer required due to the provision made by this Bill.

Amendment 196, in schedule 3, page 74, line 11, at end insert—

“33A In section 6, omit subsections (5), (6) and (8).

33B (1) Section 8 is amended as follows.

(2) Omit subsections (1), (7) and (8).

(3) In subsection (2) omit—

(a) ‘also’; and

(b) ‘otherwise than under franchise agreements’.

(4) In subsection (5), omit ‘(1) or’.

(5) In the heading, omit ‘Franchising and’.

33C (1) Section 10 is amended as follows.

(2) Omit subsections (1), (3), (6), (10) and (11).

(3) In subsection (4) omit—

(a) ‘also’; and

(b) ‘otherwise than under franchise agreements’.

(4) In subsection (8), omit ‘(3) or’.

(5) In the heading, omit ‘Franchising and’.”

This amendment and amendments 197 and 198 amend provisions of the Railways Act 2005 to account for changes made by this Bill, in particular the ending of the franchise system.

Amendment 197, in schedule 3, page 74, line 12, at end insert—

“34A Omit section 16.

34B Omit section 18.

34C Omit section 20.

34D (1) Section 22 is amended as follows.

(2) In subsection (1)(a), for the words from ‘in’ to the end substitute ‘under section 31 of the Railways Act 2026;’.

(3) Omit subsection (10).

(4) In the heading, omit ‘non-franchised’.

34E (1) Section 23 is amended as follows.

(2) In subsection (1)(a), for the words from ‘in’ to the end substitute ‘under section 31 of the Railways Act 2026;’.

(3) Omit subsection (8).

(4) In the heading, omit ‘non-franchised’.

34F (1) Section 24 is amended as follows.

(2) In subsection (2)(a), for ‘a franchised service’, substitute ‘a service provided under section 31 of the Railways Act 2026’.

(3) In subsection (7), omit ‘franchise agreement or any other’.

(4) For subsection (9) substitute—

‘(9) The duty of the national authority under subsection (8) is discharged without its taking further steps so long as the provisions of any arrangements, in force at the time of the proposal, so far as they require the provision of the services, continue in force without modification.’

(5) In the heading, omit ‘franchised or’.

34G In section 32(12)—

(a) omit ‘franchise agreement or other’;

(b) in paragraph (a), omit ‘franchised service or’;

(c) in the words after paragraph (b), omit ‘agreement or’.

34H In section 34(2B), omit ‘under a Welsh franchise agreement’.

34I In section 35(6C), omit ‘under a Welsh franchise agreement’.

34J For section 36(7) substitute—

‘(7) Where a service is designated as experimental or its designation is extended, the person designating must give notice of the designation or extension to the person who is to provide the service.’

34K (1) Section 37 is amended as follows.

(2) In subsection (1)(a), for ‘a franchise agreement under which’ substitute ‘arrangements under which it is required that’.

(3) In subsection (2)(a), for ‘a franchise agreement’ substitute ‘arrangements of the type mentioned in subsection (1)(a)’.

34L In section 38(2A), omit ‘under a Welsh franchise agreement’.

34M In section 39, omit subsections (1) to (3).

34N (1) Section 40 is amended as follows.

(2) For subsections (4) and (5) substitute—

‘(4) For the purposes of this section the appropriate national authority is—

(a) in a case where the railway passenger service that is interrupted or discontinued is a service which may be designated under section 25 of the Railways Act 2026, the Secretary of State;

(b) in a case where the railway passenger service that is interrupted or discontinued is a service which may be designated under section 26 of that Act, the Scottish Ministers;

(c) in a case where the railway passenger service that is interrupted or discontinued is a service which may be designated under section 27 of that Act, the Welsh Ministers,

and where in any case there is more than one appropriate national authority they shall each have the powers conferred by this section.’

34P (1) Section 41 is amended as follows.

(2) In subsection (2), after ‘Passenger Transport Executive,’ insert ‘a mayoral combined authority, a mayoral combined county authority,’.

(3) In subsection (4), in both places it occurs, after ‘Passenger Transport Executive’, insert ‘, mayoral combined authority or mayoral combined county authority’.

34Q In section 42(1B), omit ‘under a Welsh franchise agreement’.

34R (1) Section 45 is amended as follows.

(2) In subsection (1)—

(a) at the appropriate place, insert—

‘“mayoral combined authority” and “mayoral combined county authority” have the same meanings as in the English Devolution and Community Empowerment Act 2026;’

(b) in the definition of ‘railway funding authority’, after paragraph (d) insert—

‘(da) a mayoral combined authority;

(db) a mayoral combined county authority;’;

(c) in the definition of ‘secured service’ omit paragraph (a).

(3) In subsection (5A) omit ‘under a Welsh franchise agreement’.

(4) In subsection (8), at the end insert ‘or in an Act or a Measure of Senedd Cymru’.”

See the explanatory statement for amendment 196.

Amendment 198, in schedule 3, page 74, line 13, at end insert—

“35A For section 48(4) substitute—

‘(4) In this section “relevant Scottish service” means—

(a) a Scotland-only service;

(b) a railway passenger service that is provided to any extent under section 31(3) of the Railways Act 2026; or

(c) a station service provided in relation to a station in Scotland at which services falling within paragraph (a) or (b) make a scheduled call.’

35B For section 48A(4) substitute—

‘(4) In this section “relevant Welsh service” means—

(a) a railway passenger service that is provided to any extent under section 31(4) of the Railways Act 2026; or

(b) a station service provided in relation to a station at which only services falling within paragraph (a) make a scheduled call.’”

See the explanatory statement for amendment 196.

Amendment 199, in schedule 3, page 74, line 14, at end insert—

“36A Omit Schedule 4.

36B In paragraph 3(2) of Schedule 7, after paragraph (e) insert—

‘(ea) if the proposal affects its area, a mayoral combined authority;

(eb) if the proposal affects its area, a mayoral combined county authority;’”—(Keir Mather.)

This amendment amends the Railways Act 2005 to make consequential provision related to the functioning of GBR.

Schedule 3, as amended, agreed to.

Clause 88 ordered to stand part of the Bill.

Clause 89

Regulations

Question proposed, That the clause stand part of the Bill.

[The Chair]

With this it will be convenient to discuss the following:

Government amendment 200.

Clauses 90 to 93 stand part.

[Keir Mather]

Clause 89 provides clarity on the regulations that may be made under the powers granted by this Bill by listing the procedures that will apply to them.

Amendment 200, in my name, provides a definition of passenger transport executive for an integrated transport area. This is required in the Bill, as provisions elsewhere repeal a definition included in the 1993 Act that could otherwise have been relied on.

Passenger transport executives were established by the Transport Act 1968 to provide and coordinate public transport across modes in major urban areas. The evolving landscape of devolution has seen some authorities choose to absorb passenger transport executive functions into their mayoral combined authorities. However, the Greater Manchester, Liverpool City Region and North East combined authorities have chosen to retain separate passenger transport executives to deliver transport functions. This is a technical amendment, consistent with existing policy. It provides certainty for areas in England that still operate passenger transport executives, and supports wider Government commitments to close collaboration with local partners. I encourage Members to support it.

I will now address clauses 90, 91, 92 and 93. Clause 90 provides definitions and explanations of the words and phrases used in the Bill. Clause 91 sets out that the Bill extends to England, Wales and Scotland, and that clause 86, on the Luxembourg protocol, also extends to Northern Ireland. Clause 92 sets out the details of when a number of clauses will come into effect; clauses 85, 86, 88 to 91, 92 and 93 will all come into force on the day that the Bill receives Royal Assent, while the remaining provisions will come into force on the day, or days, set by the Secretary of State in regulations. Clause 93 sets out that this Bill, once it has become an Act, can be known as the Railways Act 2026.

For the very final time, I commend the clauses to the Committee.

[Jerome Mayhew]

Before I respond to that, Mr Western, is this my last opportunity to speak in the Committee?

--- Later in debate ---

[Olly Glover (Didcot and Wantage) (LD)]

It is a pleasure to serve under your chairship, Mr Western, during the final hour of this Bill Committee. May I briefly associate myself with the remarks of the shadow Minister? I thank everybody for their courteous and warm-spirited approach to proceedings, and I thank all the Chairs and the Public Bill Office for all their assistance.

[Keir Mather]

May I begin by thanking everyone personally for the way that they have conducted themselves and approached the Bill? As a relatively new Minister taking on my first major piece of legislation, I have appreciated enormously the constructive approach of Members across the Committee. I want to read into the record my personal thanks, in particular, to those on the Government Benches: my hon. Friends the Members for Beckenham and Penge, for Bexleyheath and Crayford, for South Dorset, for Truro and Falmouth, for Wrexham, for Derby South, for Hyndburn and for Birmingham Northfield, as well as the Comptroller of His Majesty’s Household, my hon. Friend the Member for Barking, and the Under-Secretary of State for Transport, my hon. Friend the Member for Nottingham South.

I extend my thanks to the shadow Minister, who has worked assiduously to bring forward a number of constructive proposals, which, by virtue of us having had the opportunity debate them at length, I think have teased out interesting questions about how the Bill will progress, provided an important buttress against pre-conceived notions and allowed us to explore some of the issues in depth. I thank him for the constructive way in which he has engaged in the process.

Although he is not in his place, I thank the right hon. Member for Melton and Syston, who approached the Committee in his good-natured way, and I thank the hon. Member for South West Devon, who made many valid and respected contributions. The hon. Member for Didcot and Wantage certainly kept me on my toes on all aspects of railway nerdery—buttressed by his hon. Friend the hon. Member for West Dorset—and I thank him for it. The hon. Member for Isle of Wight East was characteristically forensic in his scrutiny of specific aspects of the Bill, and I thank him for his hard work.

May I also thank my Bill team, who have done an incredible amount of hard work over many months, predating my occupancy of this role, to make this piece of legislation possible? It is enormously appreciated. I thank all the Doorkeepers for facilitating our Divisions and keeping us safe; the Clerks for their assiduous work; and all the Chairs who have been in charge of our proceedings.

It falls to me finally to say that regardless of individual Members’ perspectives on the merits and demerits of certain aspects of the Bill, it is one of the most consequential pieces of railways legislation that have come before this House in the last century. I am very proud to have been a part of it, and I have enjoyed it very much because of the contributions of everyone in this room. Thank you, all.

Question put and agreed to.

Bill, as amended, accordingly to be reported.