Coastguard Volunteers: Remuneration and HMRC Guidance

Jayne Kirkham Excerpts

Wednesday 1st July 2026 Westminster Hall

[Lorraine Beavers]

I do.

To make things even worse, according to the GMB, members were informed of the removal of the payment by a WhatsApp message. We all know that coastguards are not motivated by financial reward; they come into this role to serve their community, protect our residents and save lives. Coastguards in my constituency have told me that they already lose income from their main work, as call-outs are often late at night and during working hours. They also miss out on time with their loved ones because they are keeping our community safe. Removing their remuneration is unsustainable for our coastguards, and we cannot afford to lose them.

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

Coming from Falmouth in Cornwall, I know that coastguards and the brilliant work they do are crucial. May I suggest a potential solution for the Minister to consider, whereby HMRC agrees some sort of disturbance or disruption allowance that volunteers can claim? We have to ensure that coastguard volunteers can continue doing this vital work.

[Lorraine Beavers]

I absolutely agree with my hon. Friend and I am sure that the Minister will look at that suggestion—well, I hope so, anyway.

One coastguard wrote to me stressing that removing this support risked affecting availability, recruitment and retention. They warned that we might lose capacity in people and in skills that would take years to rebuild. I have written to the CEO of the Maritime Coastguard Agency to express my concern and I call on the Government to ensure that a sustainable remuneration model is found. We owe it to our coastguards to get this right.

I will be grateful for answers to the following questions. First, have the Government considered options that would allow for remuneration while complying with employment law? Secondly, how will the Government ensure operational resilience if large numbers of coastguards leave, and has an impact assessment of that happening been made? Finally, do the Government believe that it is sustainable to rely on volunteers who receive expenses only?

Ports and Port Connectivity

Jayne Kirkham Excerpts

Thursday 25th June 2026 Westminster Hall

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

I beg to move,

That this House has considered ports and port connectivity.

It is a pleasure to serve under your chairship, Ms Jardine. As an island nation, our prosperity has always been closely linked to the strength of our ports. Towns have flourished where ports have thrived, and declined where harbours have silted up and trade has moved on. That is true of Falmouth, the port town that I represent.

Falmouth has a very distinctive story. It is a vibrant place that has always turned its face outwards to the sea. The packet ships carried trade and parcels all around the world from the late 1600s, but by the mid-19th century, the packet trade had collapsed, outpaced by steam ships. Yet Falmouth adapted, partly thanks to our geography, which has always been our strength. Positioned at the western end of the channel, Falmouth is home to the third deepest natural harbour in the world, and the deepest in western Europe. That strategic advantage has given our town enduring significance, not just commercially but militarily.

In 1942, HMS Campbeltown set sail from Falmouth to Saint-Nazaire, in an operation that destroyed the only dry dock on the Atlantic coast capable of servicing the German battleship Tirpitz. Today, Falmouth continues to play an important role in supporting our national defence, as do many ports, and it has the potential to do even more in future, including through supporting work at Devonport in Plymouth.

Naval and Royal Fleet Auxiliary vessels are regularly serviced in Falmouth docks. As I have said in the House before, Royal Fleet Auxiliary ships, which are so vital to our defence capability, frequently call at and live in Falmouth. I still recall watching RFA Argus depart in 2014 to deploy off Africa as a hospital ship during the Ebola epidemic. At the same time, the port has diversified. It now welcomes cruise liners, contributing to the local economy and tourism while maintaining its long-standing expertise in ship repair and refit for commercial vessels and defence. We also have an active harbour trust port and world-class firms that build super-yachts.

Crucially, Falmouth is also looking ahead. With its deep-water harbour and marine capabilities, it is extremely well placed to support the emerging floating offshore wind sector in the Celtic sea. A&P, now Balaena, is redeveloping the docks to service floating offshore wind turbines. We have a cluster of innovative marine engineering businesses in the surrounding areas, which are designing anchors, floating platforms and many other things to do with floating offshore wind that grew out of the mining industry.

[Noah Law (St Austell and Newquay) (Lab)]

I am grateful to my hon. Friend for securing this debate. I wonder whether, like me, she would like to hear from the Minister today how the vision for ports that she outlined, which is so clearly tapping into opportunities in Cornwall across the critical minerals, renewable energy and many other industries, could link into our broader view for industrial strategy zones.

--- Later in debate ---

[Jayne Kirkham]

Obviously, I agree. Places such as Cornwall will be fundamental to growth in renewable energy, particularly with the critical minerals strategy. The industrial strategy zones will be so important to unlock that potential.

I am grateful to the many hon. Members from across the House who supported my application for this debate—representing ports from Newport to Immingham, Liverpool to Southampton and Port Talbot. It reflects a shared understanding across all our constituencies that supporting our ports and ensuring that they are well connected is vital to our national prosperity.

Last year, ports employment in Great Britain stood at over 31,000 people, while the wider shipping industry contributed an estimated £16 billion to the economy in 2023. However, the true importance of our ports goes far beyond those headline figures. They are critical assets supporting key national infrastructure, including energy security, defence and lifeline ferries. Ports handle 95% of the physical goods entering and leaving our country, underpinning our trade and resilience. Almost all the UK’s automotive trade passes through them, along with half our food and feed. Even smaller ports play a key part in the supply chain, exporting recycled material to keep lorries off roads, and importing and exporting materials for construction.

Additionally, the impact of ports extends far beyond the quayside, reaching into the surrounding hinterlands, and acting as anchors for communities, businesses and industries across entire regions. That is crucial in coastal areas, which often suffer from high levels of deprivation. For every job directly created in a port, seven more are supported through the supply chain. The coastal-inland divide is a persistent challenge that port investment can help to address.

Recent research by More in Common, supported by the British Ports Association, has shown that coastal communities and especially the young people in them see that potential. There is a genuine strand of pride among residents in such communities, with four in 10 saying that their area has economic opportunities that are not being made the most of. Young people—over half of them—were likeliest to see that untapped potential. Sixty per cent of people say that their area could become an economic hub for manufacturing, shipping and clean energy. In that, they are even more positive than the nation as a whole, where 55% of people find that prospect realistic.

Ports cannot reach their potential if they are not well connected, yet at present, the responsibility for funding road and rail links often falls to port developers. That can act as a significant disincentive to investment and puts British gateways at a competitive disadvantage internationally.

Many of our busiest ports, including Dover and Harwich, rely heavily on road transport to move freight. That brings with it challenges in terms of congestion, bottlenecks and pressure on local infrastructure. Historically, three quarters of port freight has travelled by road, with only a small proportion of it moving by rail. That is why I really welcome the Railways Bill, which introduces a duty on the Secretary of State to promote rail freight and set a statutory growth target. That is crucial not only for decarbonising transport but for supporting sustainable economic growth. A single freight train can remove up to 129 lorries from our roads, with clear benefits for the environment and local communities.

However, we are not yet making full use of that potential. As of February 2022, around 58 ports in Great Britain had a rail connection, but 20 of those connections were inactive. In Falmouth, there is a short stretch of track linking the docks station directly to the port, but it has not been used for 20 years. With the rebirth of the critical minerals industry in Cornwall—mainly in the constituency of my hon. Friend the Member for St Austell and Newquay (Noah Law) and around—backed by a £50 million Government strategy, there will be big demand for freight transport, which could be met by rail.

That is why I have been campaigning to reopen that line and working with local partners to make that real. Restoring that rail connection would strengthen Cornwall’s economy and benefit local people. We have funding for an initial feasibility study. However, a business case for a rail link would cost about £150,000, which is a massive outlay, especially when there are no obvious funding streams to provide support for that interim stage.

[Noah Law]

I thank my hon. Friend for giving way again and I wholeheartedly support the work taking place at the port of Falmouth to get the rail connection back for freight. I really hope that we can draw support from the Department for Transport in accelerating that to the next stage. However, does she agree that we also need to take a broader look at the vision for freight rail in Cornwall and wholeheartedly develop a strategy for it?

[Jayne Kirkham]

Yes, of course. There is so much more to do and so much that can be done, and we should have a co-ordinated strategy. That is so important for growth.

I want to say a bit about the Transport Committee. Although this is fairly old, its 2013 report described ports as “national assets” that were essential to economic wellbeing, and called for three things: priority to be given to removing infrastructure constraints on port development; road and rail improvements to ports to be publicly funded; and Government assistance for ports navigating complex local transport improvement arrangements. Those recommendations have not been implemented.

Port connectivity does not just refer to transport. Connectivity to the grid is an equally pressing challenge for ports across the UK. As the sector moves towards decarbonisation, there is a growing need to electrify operations. However, the UK’s connections queue has grown tenfold in five years, leaving more than 700 GW of projects waiting for grid access. The National Energy System Operator says that it has a plan for connections reform that is designed to clear the backlog, and it has reprioritised projects, which is very welcome. However, NESO has also alerted Ofgem that it cannot meet connection deadlines for all the projects.

Many ports lack the grid capacity to support shore power, electric vehicle charging for ports and haulage fleets, as well as many other things. The BPA has warned that around 70% of UK ports are already at or near their capacity. Those national grid upgrades are critical to ensuring that ports can continue to decarbonise. Falmouth, for example, has plug-in power for ships, but the power supply is limited to smaller ships by grid capacity.

The Government’s modern industrial strategy recognises ports as a “foundational” industry that underpins growth across key sectors. That is important for the clean energy sector, which depends heavily on port capacity infrastructure and capability to deliver offshore wind, for example. That needs to translate into tangible policy and investment. In our 2024 manifesto, my party committed £1.8 billion to invest in port infrastructure. Targeted funding has been allocated to individual ports. For example, Port Talbot secured Government investment through the floating offshore wind manufacturing investment scheme. Up to £64 million went to Port Talbot in March this year, but delivery is not progressing at the pace or scale that we desperately need.

A recent report from the Great South West and Celtic Sea Power showed that while ports have ambitious project plans, too many schemes are struggling to get investment. In many cases, projects do not align with the requirements of private investors or public funding bodies such as the National Wealth Fund and Great British Energy. That is not because of a lack of policy ambition or capital, but because of a market failure arising from the mismatch between immediate capital investment decisions and uncertain long-term revenue streams.

[David Chadwick (Brecon, Radnor and Cwm Tawe) (LD)]

I am intervening because the hon. Lady mentioned Port Talbot. Last year, I met the Associated British Ports in Port Talbot. It raised concerns that the current rail link into the docks may not have the gauge needed for the large structures that will be brought in for assembly or to get freight out from the new freeport that will be created. Does she agree that the Minister should assess whether upgrades, or even a new rail link into the docks, will be needed so that rail infrastructure—or the lack of it—does not hold back this major opportunity for south Wales?

[Jayne Kirkham]

There is a real issue of clunkiness in the co-ordination between different Departments to speed up the progress of getting these ports into use. That is one example of how we could work together so much better to ensure that Port Talbot is up to full speed as quickly as possible, which it really needs to be.

The grant funding that is being deployed to support the offshore wind sector, such as the Crown Estate and the GBE supply chain accelerator funding, is focused on future users of infrastructure such as manufacturers and supply chains rather than ports. At present, the main dedicated support available to ports comes from the offshore wind growth fund, which is privately operated. That leaves a gap in public funding for the critical infrastructure needed to unlock projects. My port of Falmouth has very ambitious development plans to service—and potentially assemble—floating offshore wind, as well as on defence, commercial ship repair and cruises. It is a truly mixed port and a “no regrets” investment, but at a cost of about £120 million. It will be a struggle to fund that huge investment from shareholders alone.

There is also the issue of how ports are owned. Some, like Falmouth, are privately owned, while some, like Falmouth harbour commissioners, are trustee-owned. Others, like Gorran Haven in my constituency, are charitable trusts, which often fall through the cracks of available funding. There is an argument—I am a Co-operative MP—that, as vital community assets, ports should be publicly or co-operatively owned, which I would like the Minister to consider.

How do we get money into ports? What should we do? First, a joined-up approach across Government Departments is necessary. The Minister here today is from the Department for Transport, but ports sit between multiple Departments, including the Department for Energy Security and Net Zero, the Department for Business and Trade, the Ministry of Defence and, of course, the Treasury, where the money will come from. It sometimes feels difficult to know who to go to, and ports fall through the cracks.

Secondly, targeted funding for port infrastructure to support clean energy industries is essential. That would help to reduce up-front risk, improve return on investment and leverage private capital. For example, in the Celtic sea, Port Talbot has benefited from funding, and a new wind port will unlock an initial 4.5 GW of floating offshore wind.

The Government’s investment in Port Talbot is also bolstered by Celtic freeport’s newly released five-year plan, which sets out how Milford Haven and Port Talbot will be used to attract major investment to the region. The freeport will deploy its money and work with all those public financial institutions to bridge the capital gap, but investment in other ports in the region is needed to make the deployment of FLOW feasible.

A multi-port strategy in the Celtic sea would allow activity to be distributed across several specialised ports, minimising bottlenecks and providing flexibility. Different ports bring very different strengths—Falmouth and Plymouth are very different from Appledore and its shipbuilding—so a single port approach for FLOW in the Celtic sea just would not work. There is also regional disparity. Projects in the North sea have seen significantly more investment than those in the Celtic sea with investment from GB Energy, for example, and the North sea already has established supply chain and port capabilities.

Thirdly, we must address the question of revenue certainty. Ports require firm commitments from developers before they can justify and secure the capital for the infrastructure upgrades that, for example, floating offshore wind demands, yet developers cannot make those commitments without the revenue certainty that a contract for difference provides. It feels like the two sides are both waiting to see who moves first, like a game of chicken.

Compounding that is a fundamental timeline mismatch. Port upgrades take a long time—five years or more—whereas the lead time for a CfD process is much shorter. That results in a structural gap that leaves ports unable to be ready when projects need them, even when the commercial will exists on both sides.

Breaking that deadlock requires direct Government intervention in the form of revenue support or underwriting to de-risk that early investment. Without that action, we risk ceding our emerging floating offshore wind industry to competitors such as France, which has invested £900 million in its port of Brest.

By mobilising the National Wealth Fund, for example, to support strategic port infrastructure, the Government could absorb a meaningful share of the risk and give ports the confidence to proceed ahead of CfD awards, rather than waiting until it is too late. Some examples of that support could include forward contracts, capacity leasing arrangements and state underwritten procurement mechanisms to address strategic infrastructure bottlenecks, either as an anchor tenant—where the state acts as an anchor tenant through defence or strategic demand—or as an enabler, using that procurement and underwriting to support the development of infrastructure.

Finally, we must prioritise connectivity in the round, which means investing in the road and rail links that serve our ports, recognising them as national assets deserving of strategic infrastructure funding. We should also recognise ports as critical national infrastructure and use special development orders to streamline planning and consenting for significant port infrastructure. There is an ongoing pilot project for the Falmouth docks expansion. There is a co-ordinated approach under the Marine Management Organisation, which is acting as a lead regulator in a fast-track licensing process, and that is working well. Prioritising connectivity also means accelerating grid connections, so that energy capacity keeps pace with the demands of decarbonisation, future fuels and the development of floating offshore wind in the Celtic sea.

Ports new, old and rediscovered are the gateway to the rest of the world and gateway to the economic future of our country, as well as our coastal towns. They can be unlocked, but it will take focus and co-ordination. I, for one, really want to untap the potential that those young people living in our coastal towns see so clearly—and that they need to grab hold of for their future.

[Christine Jardine (in the Chair)]

I remind Members that they should bob if they wish to speak, even in this heat, although jackets can be removed.

--- Later in debate ---

[Jayne Kirkham]

I thank you, Ms Jardine, for chairing today, and I thank the Members who have come from all edges of the country and spoken so beautifully about their ports.

Some themes have come out, and I thank the Minister for addressing pretty much all of them. The first is rail. The rail freight growth target is welcome, and we need to make sure it happens. It is also important to speed up those grid connections. We are all looking at about 10 years for connecting our ports to the grid, which is simply not good enough. Then there is planning, with ports being national infrastructure. I see planning moves even in my own port in Falmouth, and those are good innovations.

My main plea is to look at how we unlock investment in our ports. We need to talk about the flexibility of public investment from the National Wealth Fund, how we build confidence in our ports, and the revenue that may be incoming from new green energy businesses and industries to unlock private investment and allow it to flood in. It is there—it wants to do it; it just needs the confidence.

I thank all hon. Members for coming today. I hope that by the next election, our ports will all be up to speed, with things flowing in and out.

Question put and agreed to.

Resolved,

That this House has considered ports and port connectivity.

Rail Connections to London: Rural Towns

Jayne Kirkham Excerpts

Monday 23rd March 2026 Commons Chamber

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

I wonder whether the hon. Gentleman would spare a thought for those even further south-west—nearly 1 million people in Plymouth and Cornwall struggle when there is a storm that affects their one line in and out of Cornwall. Would the Minister consider Great British Railways, when it is set up, having recourse to look at transport strategies for local authorities in places like Cornwall, which have such good transport plans, to make that a thing of the past?

[Richard Foord]

The hon. Lady makes an excellent point. I recognise wholly the vulnerability of the line at Dawlish, which my hon. Friend the Member for Newton Abbot (Martin Wrigley) has also been campaigning on. I am sure that together, Devon and Cornwall MPs can keep up the fight.

To conclude, reliable rail links are essential in keeping Devon connected and competitive with a convenient and clean form of transport that is fit for passengers.

--- Later in debate ---

[Andrew George]

I am enormously grateful to the hon. Member for making that point about vulnerability. At a number of points where the line is singled out—not just at Dawlish—a fire can have catastrophic consequences for the thousands of people seeking to travel on that day. One of my members of staff attempted to travel from Bristol down to the Lizard yesterday afternoon, and instead of that journey taking three hours it took over 11 hours. So often we hear those stories, especially about travelling to the far west of Cornwall—the further west we go, the more affected we are by those vulnerabilities.

My message to the Minister is that if we are to invest in the future of rail, what we really want is reliability, comfort, low pricing and space for people’s luggage. I know that the business community in Plymouth has previously lobbied to say, “If only we could take half an hour off the journey, it would change the economic perception of the city,” but taking half an hour off a five-hour journey means nothing to people in the far west of Cornwall. We also want reliability on the services so that the toilets do not constantly break down and people do not have to sit in the vestibule.

[Jayne Kirkham]

Of course, superfast satellite wi-fi has been tested on our part of the line. Although we have slow trains, we have the opportunity for fast wi-fi to be rolled out, so that while people will be sat on their trains for five and a half hours, they can at least work or watch a film.

[Andrew George]

Indeed, I was going to come to that point. Busy Members of Parliament, or other people engaged in busy lives, sat on that train do not want those five hours to be dead time in the working day. Reliable wi-fi services can allow people to continue their working days with online meetings and communication as they travel. However, at present, on the vast majority of services the wi-fi is often interrupted and is very unreliable. In contrast to the many billions of pounds required to achieve the HS2 standards set by successive Governments for north-south connectivity, in many parts of the country it would cost significantly less—many millions of pounds—to achieve the kind of comfort, resilience, reliability, superfast wi-fi and competitive pricing that I have described to the Minister this evening.

Oral Answers to Questions

Jayne Kirkham Excerpts

Thursday 12th February 2026 Commons Chamber

[Lilian Greenwood]

I do not know the detail of the position in the hon. Member’s constituency, but I will ensure that the Minister responsible for bus services writes to him in relation to that issue.

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

This Government have already invested millions in the future of Cornish industries but they are held back by poor transport links. Our rail link is struggling, and our airport is fragile. Will the Secretary of State confirm that she is committed to transport improvement in Cornwall through Devon?

[Heidi Alexander]

My hon. Friend makes a really important point. I am due to meet her and colleagues soon to discuss the resilience of the rail network, among other matters. I appreciate that a well-functioning, high-quality public transport system is absolutely essential to getting the economy firing on all cylinders.

Railways Bill (Ninth sitting)

Jayne Kirkham Excerpts

Committee stage
Tuesday 3rd February 2026 Public Bill Committees

[Keir Mather]

For the reasons I have just outlined. I have already confirmed that there are absolutely no plans to change the existing range of discount schemes, which include the veterans railcard and the armed forces railcard.

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

Perhaps the Minister can confirm that the veterans scheme is incredibly important, that we all agree with it being there, and that there are absolutely no plans to remove it.

[Keir Mather]

Yes, I am very eager to agree with my hon. Friend.

This is a serious point. In my constituency, I see the difficulty that veterans have in attending Selby Abbey to mark the enormous contribution that people in our armed services have made across many conflicts. I would have thought that this is personal to every single member of this Committee, which is why I am pleased to agree with my hon. Friend.

Railways Bill (Seventh sitting)

Jayne Kirkham Excerpts

Committee stage
Thursday 29th January 2026 Public Bill Committees

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

I have a couple of small points to make. Cornwall has a very well-developed local integrated transport plan and devolution of bus franchising as well. Will the Minister reassure Members representing non-mayoral areas that GBR will have some regard to the solid local plans we already have in place?

The shadow Minister commented on running businesses. In a previous life, I was an equity partner in a law firm. Some of us have done a lot of other things. It might be worth considering how many shadow Ministers now in opposition worked in the public services they ran as well.

[Rebecca Smith]

I want to make a few comments in support of the amendments in the name of my hon. Friend the Member for Broadland and Fakenham. He suggested that I might want to make some comments on amendment 218. I acknowledge the comments and the request for clarification and reassurance from the hon. Member for Truro and Falmouth, who, like me, often speaks about issues with railway service in the far south-west. What is going on in Cornwall is good. It is a devolved county that has been given foundation status. Devon has something similar, but Plymouth is not part of that, so the way in which transport strategies are being developed at the moment is further complicated. Local government reorganisation will not solve that problem; it will take further devolution. I believe Devon has been told that it will not be in the next round of opportunities to be a mayoral authority.

Railways Bill (Second sitting)

Jayne Kirkham Excerpts

Committee stage
Tuesday 20th January 2026 Public Bill Committees

[Joe Robertson]

Q In the best case, as mayors, would you like to see more powers in the Bill? I get that you support the Bill, but in the best world, would you like to see more powers for mayors to integrate in it?

Andy Burnham: I think there should be a presumption in favour of integration; you are absolutely right. Other countries, such as the Netherlands, have had that as their guiding star, but we went down a fragmentation route in public transport, and have suffered as a country as a result. Integration is the way to think. People are not just loyal to one mode; they want to use transport in as convenient a way as possible. The railways have not had an imperative to think that way for a long time, but you are absolutely right to think of integration as the watchword.

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

Q You have sort of answered one of my questions: I was going to ask about combined and integrated local transport offers and ticketing, and how that would work. I think you answered that you could consult. Will you say something about safeguards in terms of how that ticketing would work and how you would share the tickets with GBR? Can you foresee any issues with that?

Tracy Brabin: As Andy says, we are already doing it. We are sharing with the bus operators in our integrated Weaver network, where we have, for example, brought in the “mayor’s fare”. I think it is the only one in the country, and it is a day saver. It is capped and can be used on any bus, anywhere, for any number of journeys and on any operator. We work with the operators to divvy up the checks and balances of the passengers. I think you can see that it is possible.

To the previous point, devolution means that every region is different, so you do not always have to have one size fits all; you can have whatever works for you and your community. There are definitely ways to do it. Certainly, if it is done in London, that should give you comfort that it can be done elsewhere.

[Jayne Kirkham]

Q I was going to move on to devolution. It is fantastic that you are investing in your local infrastructure and you are able to do that. I am from Cornwall, where we have basically one line in and one line out to serve 640,000 people; we do not really have that infrastructure. Can you see any benefit, apart from the railway service hopefully getting better overall, for those areas that do not have the advantage of having a very active mayor with a regional funding pot for these things?

Tracy Brabin: I will say timetabling, because I have witnessed a bus arriving as the train is pulling away. Having that localised regional mind that considers what the public and businesses need, and where the buses need to go to deliver the passengers to the trains, is challenging, but are you not going to get a mayor soon?

[Jayne Kirkham]

Oh, there is a fraught question. I think anyone in the rest of the country who you ask will be having issues about devolution.

Tracy Brabin: Fair enough. But it is about that oversight of the buses feeding the train timetable.

[Rebecca Smith (South West Devon) (Con)]

Q I was going to ask more about devolution. I will just make the point that I was going to make, and then I will ask you a very quick question.

The application of the term “devolution and local leadership” to this Bill is quite distracting, because ultimately, unless you are a mayoral combined authority, you do not get any of these powers. I think that was what Jayne was alluding to. To my mind, GBR is an increasingly two-tier system: you have the devolved local authorities and everywhere else. I am concerned about what that is going to mean for accountability to local areas. That was more of a statement than a question—apologies.

You keep saying that you want a meaningful relationship with GBR. The question that has kept coming to my mind is: what does “meaningful” actually look like? Can you unpack what you mean by “meaningful”?

Andy Burnham: On your statement, I think we have to get our heads in the space of an all-devolved England. I know it can be difficult, but sometimes people have to see the bigger picture of the area where people live and travel. People go across those borders every day; they do not think about borders as much as politicians.

--- Later in debate ---

[The Chair]

I am afraid this will probably have to be the last question for this witness.

[Jayne Kirkham]

Q I will be quick. You may know, Mr Bowker, that I am the MP for Falmouth. I am trying to restore a small disused freight line at the end of the passenger line, so I am pleased to hear about the new duty to encourage freight. How do you think GBR could and should encourage freight? How will it actually do that?

Richard Bowker: Well, there is a target of 75% growth by 2050, and there is a duty to take it into account and to support the carriage of goods and services by rail. That is all great stuff. The rail freight businesses are in the private sector, and they are commercial and very agile. They will follow business. If business is there to be brought on to rail, I genuinely believe they are out looking for it all the time, and if they can make it happen, they will. I do not think GBR will necessarily have to try to find freight flows; the freight operators are extremely able at doing that. GBR has to make sure there are no blockages to being able to get those flows on.

The discounting process for track access is a very good thing in the Bill, and I think that will really help. The most important thing is that the freight team inside GBR is able to have its appropriate share of voice inside GBR when it comes to the passenger business as well. If GBR genuinely takes account of all its duties, I think it will work, because the freight companies will go and find the business. GBR just has to enable it to happen.

[The Chair]

That brings us to the end of the time allocated for this witness. On behalf of the Committee, I thank you, Mr Bowker, for giving evidence.

Examination of Witnesses

Keir Mather and Lilian Greenwood gave evidence.

Oral Answers to Questions

Jayne Kirkham Excerpts

Thursday 8th January 2026 Commons Chamber

[Keir Mather]

As a near neighbour of the hon. Member, I know the line that he describes. The Harrogate line interventions have not been funded in this spending review period, but that does not preclude doubling the single line between Knaresborough and York as part of a future local or national infrastructure pipeline. Platform extensions and electrification have previously been developed to a strategic outline business case level of maturity. Based on current and future demand forecasts, the work did not consider dualling the line, but I am happy to continue engaging with the hon. Member on this very important question.

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

14. What recent progress she has made on providing long-term funding settlements to local transport authorities for bus services.

[The Parliamentary Under-Secretary of State for Transport (Simon Lightwood)]

The Government published the long-term, multi-year allocations for local transport authorities under the local authority bus grant in December last year, giving local authorities both the funding and the certainty they need to plan for the long term. This is part of more than £3 billion that we are investing over the next three years to improve services for passengers around the country, including the £30.2 million allocated to Cornwall council.

[Jayne Kirkham]

I thank the Minister for that answer. I was very pleased to hear that he has already spoken to Go South West, which is working to fill the gaps left by our private bus provider’s recently withdrawn services. Those buses were vital for getting students to university and our two large further education colleges, because it can take hours to get to college and apprenticeship placements in Cornwall. I therefore ask the Minister if I could join the meeting with my hon. Friend the Member for Camborne and Redruth (Perran Moon) that he agreed to earlier, particularly to discuss buses to get those aged 16 and over to school and further education in Cornwall.

[Simon Lightwood]

Access to opportunity, including education, is of course a top priority for this Government. Our Bus Services Act 2025 and the multi-year funding allocations, including over £30 million for Cornwall, will help improve vital connections. I very much welcome the opportunity to meet my hon. Friend, which I believe will be next week.

Railways Bill

Jayne Kirkham Excerpts

2nd reading
Tuesday 9th December 2025 Commons Chamber

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

The Government are simplifying a very complex system, so that we can take forward a railway that is fit for the future, and I really welcome the measures on timetabling, tickets and the merging of the 17 bodies. I also welcome the 30-year long-term rail strategy, which is a fantastic idea.

Rail is so vital in Cornwall, but the main line is slow and badly designed—sorry, Brunel, but it goes to the wrong places and is very poorly defended. We do, though, have successful and busy branch lines in St Ives and Falmouth, and we would like more of them. We have just had a pilot of wi-fi on trains. We may have very slow trains, but we would like very fast wi-fi. If that could be rolled out across the south-west, it would really help us on those 10-hour return journeys.

The staff, who are fantastic, will probably have a single employer, but it would be good to have that confirmed. There is also insourcing rather contracting out, particularly on cleaning and food—and my goodness, do I make a plea for the return of the buffet, so that we do not just have the trolley that goes up and down, but which people can never get to.

I want to focus most of my speech on how much I welcome the duty to promote the role of rail freight and set a growth target for rail freight. I want to set out a huge opportunity for the Minister and the Department for Transport. In Falmouth, we have a beautiful multi-use port; uses involve defence, repair crews, I hope floating offshore wind in the future, and exports. We also have the rebirth of the critical minerals industry in Cornwall, with a £50 million strategy from this Government. That will lead to a great requirement for freight transport, but each train would take 129 lorries off our narrow Cornish roads. We have the full support of our businesses, chamber of commerce and council, and we have an enterprise zone. As a next step, we need a feasibility study, but for a very small amount of money in the grand scheme of things, we could open up the 150 yards to Falmouth docks for rail freight. That would be a step for the future; critical minerals could come into or leave Cornwall, and we could grow our economy, as we would love to.

Oral Answers to Questions

Jayne Kirkham Excerpts

Thursday 20th November 2025 Commons Chamber

[Keir Mather]

I agree with the hon. Lady on her ambition to decarbonise maritime. That is why, in my first week as maritime Minister, I announced funding of £448 million to decarbonise UK maritime. She is right to note that electrification and grid capacity are enormous issues. Department for Transport officials continue to work across the ports sector to ensure that we can improve the grid connection process, and DESNZ is working on reform of that process to free up 500 GW of capacity for crucial sectors such as ports.

[Jayne Kirkham (Truro and Falmouth) (Lab/Co-op)]

The port of Falmouth has benefited from Government money for plug-in power, but it has been held back by the grid. The port is also trying to redevelop and expand, so that it can service the floating offshore wind sector, and bring in freight on the freight line that we lost 15 years ago. Will the Minister support the port of Falmouth in those aims, and will he visit?

[Keir Mather]

My hon. Friend is a champion for the port of Falmouth. I applaud the work that it is doing to achieve decarbonisation. It is incumbent on me to work with Ofgem and my departmental colleagues in DESNZ to ensure that we speed up the improvement of port capacity and connection to the national grid. I would be very happy to visit that port in the future to explore its fantastic work.