Air Traffic Control Disruption

Debate between Keir Mather and Baggy Shanker

Thursday 10th September 2026 Commons Chamber

[Keir Mather]

I thank the hon. Lady for her challenge. She is right; both Glasgow and Edinburgh airports have ambitious programmes of airspace redesign under way. I reassure her that the Department is committed to working productively with them to ensure that they can realise those airspace change proposals as quickly as possible. That will help us to make our flights more efficient, reduce carbon burn, stop planes idling when they do not need to, and hopefully minimise noise. Scotland is well ahead of other areas in that space, and we need to give it all possible tools, so that it can deliver that important work.

[Baggy Shanker (Derby South) (Lab/Co-op)]

Many passengers and their families across the country will still be wondering whether the disruptions caused by the incident have been fully cleared. Will the Minister confirm the current situation? When does he expect that airports will return to providing the excellent service that they generally provide?

[Keir Mather]

My hon. Friend is right to point out that the issue that caused the initial disruption was fixed as quickly as possible by NATS, but a number of hours then went by, because it needed to ensure that the system was stable when it was rebooted, and that flights could return to the air safely. That is the most important consideration for NATS when it faces disruption of this kind. I can confirm that the congestion we have seen has largely passed through, despite the fact that lots of planes were out of place and needed to be rerouted. It is now up to the Department for Transport, NATS and the CAA to work practically together to ensure that any subsequent congestion is minimised, and that the British public can carry on flying to where they need to go.

Railways Bill (Fifth sitting)

Debate between Keir Mather and Baggy Shanker

Committee stage
Tuesday 27th January 2026 Public Bill Committees

[Keir Mather]

I will turn in a moment to the specific points that the shadow Minister raises around the chief executive, but I think I share his views on the importance of GBR’s compliance with its fundamental functions and with the law. That is why amendments 15 and 18 are peculiar—they do not recognise GBR needing to be able to have enforcement through that particular route.

Amendments 14 and 16 both relate to the transparency of directions. Amendment 14 would require directions to be laid before Parliament, but we believe that is unnecessary as provisions in the Bill already require directions issued under this power to be published, and Parliament has the power to call the Secretary of State to account should it take the view that more information is required.

[Baggy Shanker (Derby South) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship again, Sir Alec. The Minister is quite eloquently setting out why some of these amendments are not needed. The shadow Minister, the hon. Member for Broadland and Fakenham, set out earlier why they were needed, but also referred to problems that may happen in the future. It is difficult to write a Bill while trying to tackle problems that may or may not happen in the future.

The fact remains that rail reform failed to happen during 14 years of Conservative Government. The previous Rail Minister admitted that the Government failed to bring in the necessary reform. We had 10 Rail Ministers, I think—correct me if I am wrong—in 14 years. That was not just a failure to bring in a Bill; it failed passengers, railways and our workers who support the railways. Is it not time that we crack on, pass the Bill and deliver the improvements that this industry so greatly needs?

Railways Bill (First sitting)

Debate between Keir Mather and Baggy Shanker

Committee stage
Tuesday 20th January 2026 Public Bill Committees

[Keir Mather]

Q Thank you. My final question relates to accountability. There is a suite of measures within the Bill to ensure that GBR is compliant with its duties and the provisions of its licence as enforced by the ORR, but I understand that some people have concerns about the balance of accountability powers sitting between the passenger watchdog, the ORR and the Secretary of State—that they are either too diffuse or too concentrated in certain places—and that we could end up in a situation where the Secretary of State might want to take more control over management of the railway within the Department. From my perspective, this Bill offers safeguards against doing that, and its overriding intent is to ensure that the railway is, in a sense, run by GBR, in a way that is decentralised and taken away from Whitehall, in a system that is very different from what we have today. Do you agree with the assessment that the accountability powers within the legislation are sufficiently broad to allow GBR to be held to account, and for no one stakeholder within that mix of accountability to be able to claw back too much control for themselves?

Jeremy Westlake: First of all, I think it is well set out. When you look at how GBR will fulfil its functions, it will do that with regard to long-term strategies for rail, and I think those will set out various roles as well. Personally, I think the balance is about right; you actually want to have multiple consultations and checks and balances in the system, so I think it works.

[Baggy Shanker]

Q My first question is, do you think that the functions and duties of Great British Railways, as set out in the Bill, enable it to be an effective system operator? Also, do you think that this will result in rail travel being more affordable for passengers?

Jeremy Westlake: On the first one, about being an effective system operator, in principle, yes. What the Bill intends GBR to have to do will also require it to grow its capabilities in these areas, particularly in how it does capacity allocation. So the Bill has the intent, but GBR will need to develop key capabilities to fulfil it.

Alex Hynes: It is probably worth saying that one of the benefits of the system envisaged by the Bill is that Great British Railways, the ORR and Ministers will work to a set of aligned duties. The creation of alignment across all industry parties is an important part of the Bill, and those duties are essentially the criteria that we will use to make decisions in the future. One of those key duties is to promote the interests of passengers, including disabled passengers, and of course the interests of passengers include affordability—the price paid by passengers. I therefore think that we will see a more coherent decision-making process for the railway. The key policy intent here is the creation of a directing mind—under public ownership—for the railway, and the Bill sets out how we will do that.

Railways Bill (Second sitting)

Debate between Keir Mather and Baggy Shanker

Committee stage
Tuesday 20th January 2026 Public Bill Committees

[Keir Mather]

We can set that out a little later, probably in the evidence that I give, but thank you all very much. I will let other Members ask questions.

[Baggy Shanker (Derby South) (Lab/Co-op)]

Q In the existing framework, open access applications are routinely refused due to lack of capacity, or perceived lack of capacity. That pitches passengers against freight all the time. What is good about that system that you would want to keep? What would you like to see change?

Steve Montgomery: The system at the moment is independent. The regulator evaluates, takes all the different evidence from the applicant and from Network Rail on how much capacity is there. It takes all that evidence and does an abstraction test to make sure that an open access application is not abstracting revenue from the existing operators. That independence is there, and it allows the regulator to evaluate that and make its decision. In the last year, it has granted some applications and refused others.

The system works—maybe not to everyone’s satisfaction, but it does work and it is independent. Under GBR, it will be a huge public sector body with no real regulation. Looking at it at the moment, it is difficult to see where that independent regulation is, looking at the industry and holding GBR to account. Capacity is one of the areas we need to look at, and likewise access charges, where that comes into play.