Railways Bill

Lewis Cocking Excerpts

Report stage
Wednesday 10th June 2026 Commons Chamber

I would welcome a commitment from the Minister to a meeting with him or the Secretary of State to talk about the plans for insourcing. The Government are doing some excellent work on insourcing across a whole range of Departments, but this proposal has the scale to ensure that we fulfil the promise we made about the greatest wave of insourcing. I end by commending the Mayor of London on what he is doing to insource staff. It is a fine example of what the Government could do on a mass scale across the railway sector.

[Lewis Cocking (Broxbourne) (Con)]

Broxbourne is an important commuter area when travelling into London. Millions of journeys start and end at stations in my constituency every year, and more than double the national average number of people use the railway to get to work. The line that I and my constituents rely on—Greater Anglia—was one of the first to be taken over by the Government, and not a week goes by without some sort of incident causing long delays and cancellations. We have not seen any improvements from nationalisation. While I do not support nationalisation in principle, I agree that the railway needs to work better for passengers and the communities it serves and in which it operates. It is in that spirit that I will address a number of amendments.

I support new clause 30, tabled by my hon. Friend the Member for Runnymede and Weybridge (Dr Spencer). It would place a duty on GBR to publish an accessibility strategy every 10 years. The rail network should be easily accessible for everyone, as most Members have said. There has been lots of progress in recent years on this issue, and I am pleased that most stations in my constituency are fully accessible, but that still leaves some stations that see hundreds of thousands of journeys each year out of reach for constituents with disabilities or using buggies.

Rye House is the only train station in Hoddesdon, a town of 20,000 people, but only one platform is step-free—the other is not. That means someone can have step-free access going into London, but not when they leave to go home. That means passengers in a wheelchair or with buggies having to get off at a different station, with longer journeys to get home.

It gets even worse at Theobalds Grove station, where the situation is even more difficult. No platform has step-free access, so there is no option for those with disabilities, such as those in a wheelchair, or families with buggies to use that station at all. Both stations would be ideal candidates for accessibility improvements, which should be a key priority for Great British Rail.

Since my election, I have campaigned hard on traffic delays and roadworks, and they do not occur in isolation from other modes of transport, particularly the rail network. I support new clause 29, which would direct Great British Rail to co-ordinate with transport authorities to minimise disruption. We need a joined-up and a common-sense approach. When works are planned on a line, we do not also need utility companies coming along to dig up the high street. It seems that once one element causes a bit of disruption, the other goes out of its way to create more disruption at the same time. We need organisations to have a joined-up and common-sense approach.

Level crossings can have massive knock-on effects for my constituents, particularly those who live in the villages. In my constituency, a track runs through the villages of Stanstead Abbotts and St Margarets—right through the middle. If the crossing is down for too long or a defect causes it not to reopen, an entire village is cut off from basic services. The level-crossings strategy proposed in amendment 65 would enable us to look at the consequences of things going wrong in that way, which would hopefully reduce disruption for my constituents.

In the case of any public body, value for the taxpayer should be considered above all else, so I support the requirement for Great British Railways to take steps to keep costs as low as possible. Rail services should also respond to changing needs. We have seen thousands of homes built in the last few years, creating more strain on our rail services. Thousands have been built near Cheshunt, the busiest station in my constituency, and more passengers are using it now than before the pandemic.

New clause 40 would ensure that services respond to population changes. Within the national planning policy framework, the Government are trying to bulldoze our green belt and make it easier to obtain planning permission near stations. I fundamentally disagree with that, and it makes new clause 40 even more important. The Government should support it.

New clause 37 is intended to ensure that the trains on which local communities rely run more frequently. The standard of communication from the railway network, the rail companies and my nationalised local rail service is appalling. If people turn up at the station and there are problems on the line, there are no staff around to talk to. No one is communicating with the passengers. They are left at the station to wait for another service, if and when it turns up.

[Matt Rodda (Reading Central) (Lab)]

I urge the hon. Gentleman to reconsider his point about the importance of building near railway stations. My experience, and that of many other Members along the length of the Elizabeth line, is that it is generating a huge amount of economic growth, which is very significant in our communities. It is also reusing a great deal of brownfield land, and I hope that would also benefit the hon. Gentleman’s constituents.

[Lewis Cocking]

I thank the hon. Member for supporting the point I was making. The Elizabeth line was a new line with new trains going along it, but currently, planning applications are submitted and the response is: “This development is next to a railway station. We will grant the planning permission.” There are no new services. There are no extra trains. The only consequences for the line are the thousands of houses that are built near it. If my constituency were served by HS2 or we were getting a new train, that would be a completely different matter, but when capacity is being added to existing services and when that planning process is taking place, there is nothing to say that there must be more trains and a more frequent service, and the trains have to be longer during the rush hour to deal with the extra housing.

We need to look at how communication with rail users can be improved and at how this nationalised rail service will work, because, as I have said, the service in my area was one of the first to be nationalised and my constituents have seen no benefit at all.

[Andy McDonald (Middlesbrough and Thornaby East) (Lab)]

Let me first draw Members’ attention to my entry in the Register of Members’ Financial Interests, and to the financial support that I received from rail trade unions at the time of the general election. I am pleased to support the Bill and the wider programme of rail reform, but I want to explain why I have tabled a number of amendments and why I support some of those tabled by others.

Alongside the Passenger Rail Services (Public Ownership) Act 2024, this legislation represents the most significant reversal of rail privatisation in a generation. It creates Great British Railways as the new publicly owned body bringing track and train together under a single strategic direction. After decades of fragmentation, we have an opportunity to build a railway run in the public interest, with resources reinvested in services rather than being extracted from the industry.

But if the Bill is to succeed, it must improve conditions not only for passengers but for railway employees. The transition to GBR should be a just transition for railway workers, not simply an organisational restructuring exercise. I urge the Minister to consider a high-level industrial relations strategy alongside the high-level output specification.

I am concerned by reports of job losses at Network Rail ahead of GBR’s creation, and by evidence that some TUPE transfers have been accompanied by the erosion of collective bargaining arrangements. The move to GBR should strengthen industrial relations, not weaken them. In that context, the derecognition of the Transport Salaried Staffs Association for employees transferring from Network Rail to its wholly owned subsidiary Platform4 is deeply troubling. The removal of long-established recognition arrangements at the point of transfer sends the wrong signal about industrial relations under public ownership.

Ministers have been asked what preparations are being made to understand existing recognition agreements and to engage with trade unions during the transition, yet we have heard responses suggesting that recognition remains a matter for individual employers. That risks reproducing the fragmented industrial relations landscape created by privatisation, rather than overcoming it.