Railways Bill

Brian Mathew Excerpts

Tuesday 9th December 2025 Commons Chamber

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

It is interesting to follow the hon. Member for Didcot and Wantage (Olly Glover). I am still trying to work out what a Lib Dem Bill would include that this one does not.

I welcome the Bill, which is universally agreed to be long needed. It is the essential next step in ensuring that rail in Britain is more unified and that we deliver a rail system that is reliable and safe and provides value for money for passengers and the taxpayer.

The Railways Act 1993 led to 30 years of a poor deal for passengers, other customers and taxpayers, with 17 different organisations providing track and trains, multiple fare options and prices, hundreds of staff employed to attribute the cost of delays, staff shortages and no single voice to address individual systemic failures of service. Yet the railways have a workforce who are universally committed to delivering a high-quality service to passengers and customers.

I particularly welcome the proposal that the Secretary of State will issue a long-term rail strategy setting out objectives and the direction of travel for railways for the next 30 years. That will please so many stakeholders, including, in particular, investors in rail as well as mayoral authorities—in fact, all those who work in and use rail. I welcome that clause 18 includes duties on GBR to promote the interests of users and potential users of the railway, which specifically includes disabled passengers, and to run the railway in the public interest—in other words, to meet social, economic and environmental objectives.

Clause 18 sets out a series of significant duties for GBR, including the promotion the use of rail freight. But while clause 17 requires the Secretary of State for Transport to set out a target for growth in rail freight, there is no such target in the Bill for growth in passenger demand.

My Committee launched an inquiry on the Bill on 5 November—the day that the Bill was published—focusing in particular on three core aims of the reform: improving rail travel for passengers, network access, and devolution. We have published the evidence we have received so far, and the oral evidence taken on 26 November is tagged as a relevant document for this debate.

First, passenger experience is central to all our constituents who travel by rail—or who would do if it was more accessible, more reliable or cheaper. The passenger watchdog is a new voice providing advocacy and advice, sharing best practice and providing alternative dispute resolution. Clause 36 says that it will have a duty to have “particular regard” to the interests and needs of disabled passengers. It will set standards on how travel information is provided, including when there is a disruption. It will handle complaints and delay compensation, and it will require operators to make services accessible. Those powers in London and on Eurostar will be covered by an expanded London TravelWatch.

On the detail of enforcement powers, clauses 42 to 47 give the passenger watchdog powers to receive complaints. That is helpful, but I have a couple of questions for the Secretary of State. Will the Passengers’ Council be sufficiently independent, powerful and resourced to challenge GBR to deliver meaningful change if needed? What will the governance relationship be between the watchdog, the ORR and the rail ombudsman? What remedy will passengers have if the passenger watchdog’s recommendations are not adopted? Who will appoint the members of the council and the chair? Will passenger groups and disabled people be represented on the board?

Accessibility is a particular interest of the Transport Committee, following the publication of our report “Access denied” in February. I welcome the fact that clause 18 explicitly includes the needs of disabled passengers as a general duty, but that is only one of six duties that will have to be balanced. What guidance will be provided to GBR on balancing those needs, to ensure that disabled people do not lose out yet again? The wording in clause 18 on accessibility could also be said to be slightly objective. What safeguards are there against a future Secretary of State cutting costs and altering, diluting or even removing accessibility requirements?

On fairs and ticketing, we welcome a unified system. On network access, there is slightly less clarity on the future role of passenger open access. If the Government want to end open access for passengers, do they have a plan for retaining its benefits, such as filling gaps, opening up new routes and promoting price competition? On freight, how will the targets be aligned?

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

Does the hon. Member agree that there is also a danger of a conflict of interest? At present, the ORR, an independent body, holds the power to grant track access rights. Under the Bill, those powers will transfer to GBR, while the ORR’s role is watered down. If GBR is able to block applications, it becomes judge and jury. Open access operators such as Go-op may struggle to get the access rights that they need to run new services, including through Melksham.

[Ruth Cadbury]

There are questions about the relationship between the Secretary of State, GBR, the ORR and the passenger watchdog, which we will certainly pursue—and so, I am sure, will others.

Devolution is central to the Government’s vision, so I welcome the fact that the Scottish and Welsh Governments and elected mayors will have greater control of their areas. Will there be an oversight role, so that local decisions do not conflict with national priorities, such as providing access to rail freight?

In conclusion, I really welcome the Bill, although the two Opposition amendments do not. The Bill will work if it relieves the Secretary of State of day-to-day operational decision making, and lets those who understand the rail system get on with delivering for the benefit of passengers, the economy and the environment.