Railways Bill

Andy McDonald Excerpts

Report stage
Wednesday 10th June 2026 Commons Chamber

[Jerome Mayhew]

I stand to correct the hon. Gentleman: the most punctual is, I believe, Greater Anglia, which services my constituency, but the point he makes is a good one. The greater integration of track and train brings greater efficiencies and leads to greater punctuality. That is exactly why that was Conservative party policy going into the last general election. What we do not need is increased control by perhaps heavily unionised workforces being given extra political power through nationalisation, taking the focus off the customer and focusing on the organisation and its purposes instead.

We have the track and train being integrated, and this Bill should be giving GBR the tools it needs to deliver dynamic management. That is crucial for a big organisational change. It should be putting passengers first by giving GBR the power to sort out the worst of the union-imposed inefficient working practices. How can we seriously have a seven-day timetable staffed by a five-day working week, requiring voluntary overtime to staff just normal service? It is clearly ridiculous. This legislation should give GBR the power and, importantly, through this new clause, the political support it will need to fix that problem.

We need to enable drivers to operate train doors where that is not yet standard practice and to fix similar Spanish practices. I think that is very unfair on the Spanish, by the way, who surprisingly run a much more efficient railway in some respects. We need to increase flexible driver training and operation, and so much more. Under new clause 54, tabled in my name, a working practices and productivity modernisation framework would provide GBR with that direction and give it the political cover to act.

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

On what is in the best interests of the citizens of this country, why does the hon. Gentleman think it was rational that other state-owned railways were franchised to run the railway system in this country to the exclusion of this country’s operators? That was absolute nonsense. Trenitalia, Deutsche Bahn, Keolis and Nederlandse Spoorwegen were all taking that subsidy and putting it back into their home market. How on earth was that in the interests of the United Kingdom?

[Jerome Mayhew]

The hon. Member will be aware that I have already addressed that question in answer to one of his colleagues, but if international companies, whether state-owned or private, make a tender that is more attractive than any other operator applying for that tender, the people who benefit most are the taxpayers and service users of the United Kingdom. That is what happens.

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[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.

[John McDonnell]

I congratulate my hon. Friend on the work he did over the years to develop the policies that this legislation is largely based on. On the issue of trade union negotiations, we have advocated for sectoral collective bargaining in this sector, as in others, for quite a while. Why? Because it gives a voice to the workers themselves and brings about stability on issues such as employment and long-term investment. Does my hon. Friend agree that it is one of the building blocks for the new system we are creating?

[Andy McDonald]

I thank my right hon. Friend for his kind words, and I fully acknowledge his point. That is exactly how we are going to build a sustainable railway that will serve our communities and be responsive to reasonable requests from its workforce.

I have tabled new clause 26 and amendment 64, on the transfer of employees to GBR. The original vision of reform was for a railway with a single directing mind, but there is a strong case for having a single employer too. The legislation should make it clear that employees transferring from Network Rail, DfT Operator operators and former franchises will move into a coherent organisation, with full TUPE protections and clear employment rights. I also encourage the Government to move towards a formal framework for sectoral collective bargaining across the rail industry. Public ownership should create the conditions for partnership, workforce voice and stable industrial relations.

I have also tabled new clause 27, on pension schemes. It is remarkable that legislation transferring the railway back into public ownership contains weaker statutory pension protections than the legislation used to privatise it. The Railways Act 1993 included detailed provisions protecting pension rights, and workers joining GBR deserve the same certainty. Every railway employee should have a statutory right to participate in the railway pension scheme on protected terms.

I also support amendments to preserve schedule 17. We all remember the overwhelming public opposition to the proposals to close ticket offices, and schedule 17 provides an important mechanism for consultation and accountability when significant service changes are proposed. Those protections should not be casually swept aside.

I support the amendments tabled by my hon. Friend the Member for Leeds East (Richard Burgon), which would secure GBR in the public sector for the future. I also support amendment 35, which was tabled by my right hon. Friend the Member for Hayes and Harlington (John McDonnell), and the wider principle of insourcing. He is absolutely right to say that the Bill creates an opportunity for the greatest wave of insourcing in a generation. The railway should not rely on fragmented contracting models that create insecurity and limit progression. Bringing contracted workers directly into GBR would strengthen workforce planning, improve standards and help to fulfil Labour’s commitment to treat railway staff as an asset rather than a cost.

This Bill is a historic opportunity. Public ownership can deliver a better railway for passengers, but it must also deliver a better railway for the people who run it every day. By strengthening protections for employment, trade union recognition, pensions and insourcing, we can ensure that Great British Railways is built on the foundations of fairness as well as efficiency.

[James Wild (North West Norfolk) (Con)]

I am grateful, Madam Deputy Speaker, for the opportunity to speak as we embark on the Government’s back to the future nationalisation plan. I will be speaking to new clause 35 and amendments 68 and 69, tabled in my name. Together, they are designed to ensure that Ministers and Great British Railways treat Ely junction as the nationally significant bottleneck it is, and that they make the progress that passengers, freight operators and local communities are entitled to expect.

It is important to set out the context in which my amendments sit. Rail services to North West Norfolk are not good enough. There are too many late trains, cancellations and engineering weekend closures. Those unreliable rail services put people off travelling and have a damaging effect on the local economy, particularly the visitor economy. My constituents deserve better, and improvements to Ely Junction would help deliver that.

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[Laurence Turner]

I hear what the right hon. Lady says, but it is contradicted by the record and our own experience. She says that integration of track and train is an idea that came from that review, but we were advancing that idea for railway reform on the Labour Benches in 2011 and 2012. The Bill is the culmination of all that reform effort over many, many years.

[Andy McDonald]

What has been said is not accurate. Our White Paper for GB Rail was published ahead of the Williams-Shapps review. The chronology is either right or wrong, and I am afraid that the right hon. Member for Aldridge-Brownhills (Wendy Morton) is wrong.