Railways Bill

Wendy Morton Excerpts

Tuesday 9th December 2025 Commons Chamber

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

Great British Railways is not an entirely new concept, but what the Government present as a “modernisation of our railways” is, when we strip away the glossy language, a centralising piece of legislation that advances Labour’s drive towards nationalisation. It risks creating a structure that is powerful, sprawling and unaccountable.

In Aldridge, in my constituency, we had secured funding to deliver a railway station under the former mayor, Andy Street, and residents were told, after decades of waiting, that the project would finally go ahead. However, the new Labour mayor chose to withdraw the funding in favour of his own pet projects. When questions are put to Ministers, every answer points back to the combined authority, with the vague suggestion that there would be funding “if the region chooses”. Well, Aldridge and the West Midlands Combined Authority did choose, and the funding was in place, but Labour removed it. Nothing in the Bill prevents such a unilateral political decision from being made again. It provides no guarantee of transparency, and no duty to consult affected communities.

As a former Rail Minister, I am very aware that we on this side of the House have long recognised that the old model needed updating. That is why, in government, we began the work for Great British Railways, through the Williams-Shapps plan. [Interruption.] Labour Members may laugh, but we set out the case for bringing track and train closer together, improving accountability, and delivering a more unified, passenger-focused system. We recognised the need for renewal of our railways, grounded in practicality and not in politics. What we have before us today, however, is something very different. This Bill offers too little detail, too little accountability, and far too many unanswered questions. It replaces a pragmatic, balanced approach with an ideological blueprint for nationalisation. Passengers across the country deserve better.

The Bill promises integration, but it delivers centralisation. It speaks of clarity, yet it blurs responsibilities. Great British Railways will control timetables, fares, access decisions, infrastructure planning and data, a concentration of authority that should concern anyone who believes in genuine public accountability.

[Charlie Dewhirst (Bridlington and The Wolds) (Con)]

The east coast main line is a fantastic example of where privatisation has worked. Open access operators such as Hull Trains, Lumo and Grand Central are competing with the franchisee and keeping prices down and service levels up. Does my right hon. Friend agree that the Bill does nothing to protect open access operators, and that there is a real danger that this centralised, Soviet-style monolith will squeeze them out in due course?

[Wendy Morton]

My hon. Friend is absolutely right. What is worse is that time after time I cannot get a straight answer out of Ministers as to whether they will support open access.

The Bill also weakens the independence of the ORR. When a body that runs services also shapes the rules against which those services are judged, the House should be deeply concerned. The Bill puts competition and innovation at risk, alongside the future of open access, which, as my hon. Friend the Member for Bridlington and The Wolds (Charlie Dewhirst) has highlighted, is incredibly uncertain. A railway that cannot accommodate competition is a railway that is destined to stagnate.

There is also the unresolved question of how GBR will interact with the Department for Transport. The Bill creates overlapping duties that risk friction and confusion. GBR will be required to consult, to produce strategies and to respond to ministerial direction, yet its operational independence is undefined. Will political priorities override operational judgment? Will GBR operate as an arm’s length body, or as an extension of the Department?

How will we, as elected Members, hold Great British Rail, Ministers and mayors to account? Local decision making will not be stronger under the Bill. Ministers may talk the talk about devolution, but the Bill provides little evidence of it. Requiring GBR merely to “have regard to” local transport plans is a notably weak obligation. The Bill does not require GBR to follow them, and offers no protection to communities, such as Aldridge, where projects risk simply being cast aside when the political wind changes. If the Government are serious about devolving power to local leaders, they must allow us, the elected Members, to hold them to account.

The House should not mistake this railway reorganisation for renewal—far from it. The Bill simply rearranges structures while failing to address the issues that matter most to passengers: cancelled trains, inconsistent performance, reduced competition and decisions made far away from the communities they affect. This is a Bill that gives Labour more control, not passengers better railways. It is not a credible plan for the future of our railways and the Government should think again.

--- Later in debate ---

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

May I begin by saying what a pleasure it has been to listen to this debate? My response is centred on a strong belief that if somebody takes the time to say what they think about our railway, for whom it should be run and in whose interests, they should be listened to, because it is going to make clear whose side they are really on. This Government’s loyalties are clear. We are proud to be creating through this Bill a united Great British railway run for and by the British people. Our ambitions are clear for all to see. We want to end the miserable era of Tory disruption and delay and make travelling on our railway simpler and fairer.

What reactions have we produced? What passions have we stirred? Many colleagues across the Chamber have spoken in support of the Bill’s provisions but asked meaningful and searching questions that it is our responsibility to answer.

[Wendy Morton]

I welcome the Minister to the Dispatch Box. On the specific point of answering our questions, can he give us clarity on accountability? Where does accountability lie? Where will we as Members of Parliament see accountability for the actions of Ministers and mayors?

[Keir Mather]

I carefully noted what the right hon. Lady said in her speech. I will come to accountability, and if she thinks that I do not cover her point, she is welcome to come in again.

I will start with accessibility, which 11 hon. Members across the House raised, including my hon. Friends the Members for Southend West and Leigh (David Burton-Sampson) and for Stockport (Navendu Mishra) and the hon. Members for Esher and Walton (Monica Harding), for Eastbourne (Josh Babarinde), for Yeovil (Adam Dance), for Epping Forest (Dr Hudson) and for North Shropshire (Helen Morgan) among others. The Bill sets out a passenger and accessibility duty, ensuring that GBR promotes the interests of passengers, including in particular the needs of disabled persons. I have heard the calls from colleagues across the House about the importance of the Access for All scheme. In our published accessibility road map, we commit to continuing that programme; work has already been completed to roll out step-free routes to 270 stations so far.

The Chair of the Transport Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), and my hon. Friend the Member for Wrexham (Andrew Ranger) raised the important matter of the passenger watchdog. The watchdog will be in a unique position to understand the passenger experience through its research and investigation functions as well as its access to complaints and performance data. It will use that to advocate for passengers, set tough consumer standards for the railway and advise the Government and GBR.

Many hon. Members pointed to the critical importance of freight to UK growth. The Government are committed to supporting rail freight growth across the United Kingdom. Freight operators will benefit from a legal duty for GBR to promote freight. The sector will also be championed within GBR by a representative on its board with responsibility for freight. There is also a requirement for the Government to set a rail freight growth target for GBR, so insinuations and accusations from the Conservatives that freight does not sit at the heart of what GBR is designed to do are flatly wrong.

With Christmas coming, I am afraid that I need to turn to my naughty list. The Conservatives have painted a dystopian picture this afternoon: they have told us to imagine a railway where the needs of the passenger come last; one that is plagued by disruption and poor management, strikes and shutdowns. My answer could not be clearer: the British public do not need to imagine a rail service on its knees, because for 14 years they have been living with one.

Let me turn to the points raised by Opposition Members. First, on cost, the right hon. Member for Basildon and Billericay (Mr Holden) asked whether we need to reduce the subsidy. Absolutely we do; hon. Members will not hear me say anything else. The way to do that is to ensure that somebody is finally in charge of running our railways in a cohesive and united nature, saving the £150 million that the public pay to private operators every single year. The cost of establishing GBR will account for just 1% to 2% of the operating budget for a single year. That, alongside the Government’s other rail reforms, could unlock up to £1 billion in efficiencies by the end of the decade, alongside the £600 million in savings for passengers in the fare freeze that is being introduced next year for the first time in 30 years.

The right hon. Member for Aldridge-Brownhills (Wendy Morton) and the hon. Member for Taunton and Wellington (Gideon Amos) raised the important point of open access services, and a Back-Bench contribution noted that I get Hull Trains every single week to Selby. I know how important open access is, and I want to reassure the House that it will have a role as part of the establishment of GBR. The Government are not opposed to open access, and the idea that GBR is bad for open access is simply false. We believe that, under the right circumstances, GBR can in fact create more opportunity for all towns and all operators by reviewing the network holistically with a view to how it might work better under our new, reformed system with open access playing its part.

--- Later in debate ---

[Wendy Morton]

To be clear on accountability, how and where can a Member of Parliament hold a directly elected mayor to account for his or her decisions when it comes to railways?

[Keir Mather]

I have no doubt whatsoever that the right hon. Lady is perfectly capable of holding her elected mayor to account on rail infrastructure within her constituency, but she will also be able to do so through the passenger watchdog.

Time is short and I must address the Conservatives’ reasoned amendment, which I believe fundamentally misunderstands the Bill. It claims the Bill does not grow rail freight when in fact it contains two specific duties that require GBR to do so. It fails to engage with the reality that the Bill places the ORR at the centre of GBR’s functioning and allows open access to continue to play a vital role on our railway. The amendment is, frankly, as intellectually stunted as it is ideologically blinkered, and I urge Members across the House to reject it.

I am disappointed to say that we have received the news throughout this debate that the Conservative party will vote against Great British Railways and say no to its only chance to right the wrongs that it has committed. Let me therefore spell out to the Conservatives and the Liberal Democrats that if they decide not to vote for the Bill tonight, they will be working against the interests of passengers across the country and their right to have the railway that they deserve. The Conservatives and their former coalition partners will have to look their constituents in the eye and explain why they want to continue the insanity, bureaucracy and waste of 17 different organisations running our railway instead of one united service; why they want to deny passengers a one-stop-shop app with timetables, tickets and accessibility support literally in the palm of their hand; and why they want to waste the opportunity of changing ticketing to take advantage of the first freeze in rail fares for 30 years.