Railways Bill

Rebecca Long Bailey Excerpts

Tuesday 9th December 2025 Commons Chamber

[Rebecca Long Bailey (Salford) (Lab)]

I refer the House to my entry in the Register of Members’ Financial Interests.

I thank my right hon. Friend the Secretary of State for Transport, my right hon. Friend the Member for Sheffield Heeley (Louise Haigh) and my hon. Friend the Member for Middlesbrough and Thornaby East (Andy McDonald) for all their hard work in getting us to this point.

I recognise the thousands of rail staff who keep our network moving every single day. Their skill, dedication and professionalism were impossible to miss during the pandemic, and once again during the recent tragedy in Huntingdon, when workers ran towards danger to protect others. If we are serious about creating a world-class rail system, then those workers must be at the centre of it.

A unified, publicly owned railway will be simpler, safer and more efficient. It will reverse the legacy of privatisation, which carved up the industry and prioritised share dividends over people and service quality. The Bill is great, but I have some fundamental issues that need to be ironed out as the Bill makes its way through the House.

If Great British Railways is genuinely being built from dozens of separate organisations, then we need a clear description of its structure. We need clarity on who will actually employ all the people who keep our railways running.

More than 100,000 workers are employed by Network Rail and the train operating companies; tens of thousands more jobs are outsourced to security firms, cleaning contractors, catering companies and agencies supplying infrastructure labour. Many of those workers are on insecure, zero-hour terms. Altogether, well over 150,000 people form Britain’s rail workforce, yet sadly those workers cannot say who their future employer will be, what will happen to their pension, or how they might transfer into the new organisation. Although today is a great day, that uncertainty is not fair on them, and it undermines the stability and confidence that the new system needs from day one.

We need to see some detail on how workers and their unions will be given a voice. Other public transport bodies, such as Transport for London, Transport Scotland and Transport for Wales, have built-in mechanisms for staff representation on their boards, but Great British Railways does not have any such route. If we want an organisation that benefits from the insights and expertise of the people who operate it, that has to be put in the Bill.

We must be honest that the pressures that fell on the workforce over 30 years of privatisation have left deep scars. We saw repeated attempts to hollow out staffing, driver-only operation, de-staffed stations, ticket office closures, aggressive outsourcing and the downgrading of essential roles. The Government’s “Getting Britain Moving” promised to turn the page, and to recognise staff as an asset, not a cost. It pledged to make GBR a single employer that people would be proud to join. That vision was right, but it cannot be delivered if we keep the workforce scattered across a maze of private providers.

If GBR is to inherit the contracts of Network Rail and the train operating companies, we should not simply carry forward decades of outsourcing. Cleaning, security, station staff, catering and maintenance are vital parts of the railway. Bringing them back in house is not radical; it is already happening across parts of Scotland and Wales, where insourcing has improved accountability and service quality. Removing the web of contracts would cut the cost of the work that was created by privatisation.

I would welcome the Secretary of State’s adopting, in a spirit of constructive partnership, the sensible and pragmatic proposals on such issues from the National Union of Rail, Maritime and Transport Workers. They would strengthen the Bill, and help to deliver the railway that we all want to see.