PARLIAMENTARY DEBATE
Passenger Railway Services (Public Ownership) Bill - 3 September 2024 (Commons/Commons Chamber)

I remind Members that in Committee they should not address the Chair as Madam Deputy Speaker. Please use our names when addressing the Chair. “Madam Chair”, “Chair” and “Madam Chairman” are also acceptable.

Clause 1

Prohibition on franchise extensions and new franchises

I beg to move amendment 18, page 1, line 12, at end insert—

“25B Report on impact of prohibition on franchise extensions and new franchises

The Secretary of State must lay before Parliament—

(a) within six months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, a report on the anticipated impact of the prohibition on franchise extensions and new franchises under section 25A; and

(b) after a period of five years has elapsed after the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, a report outlining the actual impact of the prohibition on franchise extensions and new franchises under section 25A.”

With this it will be convenient to consider:

Clause stand part.

Amendment 19, in clause 2, page 2, line 14, at end insert—

“(1AA) Before making a direct award of a public service contract to a public sector company under subsection (1A), the relevant franchising authority must provide information to the Office of Rail and Road on the public sector company’s ability to become responsible for the provision of the relevant passenger railway services.

(1AB) The information provided under subsection (1AA) must include an overview and analysis of the capacity of the public sector company to provide the relevant services while maintaining or improving existing service provision.

(1AC) Following the receipt of the information provided under subsection (1AA), the Office of Rail and Road must publish an opinion on whether it is reasonably practicable for the public sector company to provide, or secure the provision of, the relevant passenger railway services.”

Amendment 13, page 2, line 17, at end insert—

“(1BA) Every contract made in accordance with subsection (1A) shall place a duty on the public sector company to encourage and invest in innovation across all aspects of its operations, including but not limited to—

(a) operational efficiency;

(b) fares and ticketing;

(c) stations and onboard services;

(d) passenger information; and

(e) digital transformation.”

Amendment 14, page 2, line 17, at end insert—

“(1BA) Every contract made in accordance with subsection (1A) shall place a duty on the public sector company to consider the needs of—

(a) passengers;

(b) residents of rural areas;

(c) residents of areas underserved by the rail network; and

(d) the wider rail network

when considering making changes to existing service levels.”

Amendment 1, page 2, line 22, leave out subsection (3).

Amendment 6, page 2, line 22, at end insert—

“30ZA Impact on provision of rolling stock

(1) The Secretary of State must, within six months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, lay before Parliament a report on the impact of the awarding of public service contracts to public sector companies under section 30(1A) on the provision of rolling stock by rolling stock leasing companies.

(2) The Secretary of State must consult with other franchising authorities before finalising a report under subsection (1).”

Amendment 7, page 2, line 22, at end insert—

“30ZA Impact on procurement

(1) Within six months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, the Secretary of State shall publish details of the Government’s proposed approach to procurement once passenger rail services are provided by public sector companies under public service contracts awarded under section 30(1A) and the impact of the awarding of such contracts to public sector companies on procurement processes.

(2) Any publications relating to the Government’s proposed approach to procurement under subsection (1) should include details of the approach towards—

(a) technological development;

(b) the management of demand and supply;

(c) the supply chain;

(d) future sectoral planning.”

This amendment would require the Secretary of State to publish details of the Government’s proposed approach to procurement and the impact of the Bill on procurement processes.

Amendment 8, page 2, line 22, at end insert—

“30ZA Independent financial monitoring of public sector companies

(1) The Secretary of State must, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, instruct an independent body to conduct monitoring of the financial management of any public sector company with whom a direct award of a public service contract is made under section 30(1A).

(2) For the purposes of subsection (1), “monitoring of the financial management” includes the auditing of accounts, the review of spending efficiency, and the making of recommendations to improve cost-effectiveness.”

Amendment 9, page 2, line 22, at end insert—

“30ZB Report on cost of contracts with public sector companies

(1) The Secretary of State must, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, instruct an independent body to report on the total cost to the Government of contracts awarded in accordance with section 30(1A).

(2) The first report under this section must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A), with subsequent reports to be laid annually.

(3) Any report published under this section must include consideration of any liabilities previously held by franchises which are now public sector liabilities.”

Amendment 10, page 2, line 22, at end insert—

“30ZC Annual reporting of performance of publicly-owned train operating companies

(1) The Secretary of State must lay before Parliament an annual report on the performance of public sector companies to whom public service contracts are made under section 30(1A).

(2) An annual report published under subsection (1) shall include details of a company’s—

(a) financial performance;

(b) revenue growth;

(c) cost control;

(d) innovation;

(e) service quality metrics;

(f) customer satisfaction metrics; and

(g) value for money.

(3) The first annual report under this section must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A).”

Amendment 11, page 2, line 22, at end insert—

“30ZD Performance-based assessment of publicly-owned train operating companies

(1) Public sector companies with whom public service contracts are made in accordance with section 30(1A) are to be subject to performance-based assessments in relation to their management of the relevant passenger railway services.

(2) Performance-based assessments of public sector companies under subsection (1) are to be conducted by an independent body instructed by the Secretary of State.

(3) In conducting a performance-based assessment the independent body must assess the public sector company against published targets in relation to—

(a) the punctuality of services;

(b) customer satisfaction;

(c) revenue and passenger growth; and

(d) operational efficiency.

(4) Every contract made in accordance with section 30(1A) must place duties on relevant public sector companies—

(a) to prepare performance improvement plans where published targets are assessed under this section as not being met;

(b) to place limitations on the remuneration of senior managers while a performance improvement plan is in force.”

Amendment 12, page 2, line 22, at end insert—

“30ZE Impact on performance and efficiency of the UK rail network

(1) The Secretary of State must, within five years of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, instruct an independent body to conduct a review of the impact of the Act on the performance and efficiency of the UK rail network.

(2) A report on the findings of the review must be laid before Parliament.”

Amendment 15, page 2, line 22, at end insert—

“30ZF Impact on open access operators

The Secretary of State must, within twelve months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, lay before Parliament a report on the impact of the awarding of public service contracts to public sector companies under subsection 30(1A) on open access operators in the UK.”

Amendment 16, page 2, line 22, at end insert—

“30ZG Impact on exemption of passenger services

(1) The Secretary of State must, within twelve months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, lay before Parliament a report on the impact of sections 25A and 30, as amended by the Passenger Railway Services (Public Ownership) Act 2024, on the exemption of passenger services under section 24.

(2) A report under subsection (1) must include whether the coming into force of the Passenger Railway Services (Public Ownership) Act 2024—

(a) has made, or is expected to make, it more or less likely for an application for an exemption to be made to an appropriate designating authority;

(b) has made, or is expected to make, it more or less likely for an application for an exemption to be granted by an appropriate designating authority;

(c) has made, or is expected to make, any difference to the basis on which decisions as to the granting or refusing of applications for exemptions will be made by the appropriate designating authorities.”

Amendment 17, page 2, line 22, at end insert—

“30ZH Independent body to advise on pay and terms and conditions of employment for employees of public sector companies

(1) The Secretary of State must, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, establish an independent body with responsibility for—

(a) providing advice to Government on the—

(i) remuneration, and

(ii) terms and conditions of employment

of employees of the public sector companies providing passenger railway services under a contract awarded in accordance with section 30(1A);

(b) advising the Government on value for money during the negotiation of the terms and conditions of employment of employees of the public sector companies providing passenger railway services under a contract awarded in accordance with section 30(1A); and

(c) preparing an annual report to be laid before Parliament by the Secretary of State on the terms and conditions of employment of employees of the public sector companies providing passenger railway services under a contract awarded in accordance with section 30(1A).

(2) Advice provided in accordance with subsections (1)(a) and (b) shall be based on annual investigations of working practices conducted by the independent body and consider—

(a) value for money;

(b) affordability;

(c) domestic and international comparators;

(d) the future of the rail network, including the modernisation of working practices.

(3) Advice provided in accordance with subsection (1)(b) shall include advice on whether any conflicts of interest exist between any Government Minister and any union involved in the negotiation of the terms and conditions of employment, and how any such conflicts should be managed.

(4) An annual report under subsection (1)(c) shall include a comparison with the terms and conditions of employment under the franchise which provided the relevant passenger railway services prior to the awarding of a contract in accordance with section 30(1A).

(5) The first annual report under subsection (1)(c) must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A).”

Amendment 22, page 2, line 22, at end insert—

“30ZA Review of impact on exemption of passenger services

(1) The Secretary of State must, within one year of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, conduct a review of the impact of that Act on the exemption of passenger services under section 24 of this Act.

(2) A review conducted under subsection (1) must consult—

(a) the Scottish Ministers;

(b) the Welsh Ministers; and

(c) English combined authorities

on their willingness and ability to make an application to the appropriate designating authority for the grant of an exemption from designation under section 23(1) for the purposes of applying for or being awarded a public service contract under section 30(1A).

(3) The Secretary of State must lay a report on the findings of the review before Parliament.”

Amendment 2, page 3, line 23, after “Scottish Ministers” insert—

“or an elected public body”.

This amendment, and accompanying Amendments 3, 4 and 5, would expand the definition of “public sector company” to enable public service contracts to run passenger railway services to be awarded to public sector companies owned by local elected public bodies.

Amendment 3, page 3, line 25, after “Ministers” insert—

“or an elected public body”.

See explanatory statement for Amendment 2.

Amendment 4, page 3, line 27, after “Ministers” insert—

“or an elected public body”.

See explanatory statement for Amendment 2.

Amendment 5, page 3, line 27, at end insert—

“(ba) ‘elected public body’ means a body which is—

(i) a mayoral combined authority;

(ii) a combined authority; or

(iii) a unitary, county, district or borough council

or which is composed of more than one of the bodies listed above.”

This amendment in consequential on Amendments 2, 3 and 4.

Amendment 20, page 3, line 32, at end insert—

“30D Independent body to provide advice on proposed contracts

(1) The Secretary of State shall, within three months of the coming into force of the Passenger Railway Services (Public Ownership) Act 2024, establish an independent body with responsibility for advising the Secretary of State on contracts proposed to be made in accordance with section 30(1A).

(2) The independent body must provide advice to the Secretary of State, including recommendations as to how or whether to proceed with the agreeing of the contract, within three months of a request for such advice being made by the Secretary of State.

(3) Should the Secretary of State wish to proceed with the agreeing of a contract—

(a) having received advice against proceeding with the agreeing of the contract from the independent body; or

(b) without taking such steps as were recommended by the independent body,

the Secretary of State must make a statement in Parliament of the reasons for doing so.

(4) The Secretary of State shall consult other franchising authorities before finalising proposals for the establishment of the independent body under subsection (1).”

Amendment 21, page 3, line 32, at end insert—

“30D Annual report on ticketing effects of public service contracts

(1) The Secretary of State shall lay before Parliament an annual report on the effect of public sector contracts awarded in accordance with section 30(1A) on—

(a) ticket pricing,

(b) tap-in, tap-out options,

(c) single-leg pricing,

(d) digital season tickets,

(e) compensation for delays and cancellations,

(f) ticketing interoperability with—

(i) other train operators, and

(ii) bus and light rail system operators.

(2) The Secretary of State shall consult other franchising authorities before finalising a report under subsection (1).

(3) The first annual report under this section must be laid before Parliament within twelve months of the first award of a public sector contract in accordance with section 30(1A).

(4) Each subsequent annual report must be laid before Parliament before the end of July in each subsequent calendar year.”

Clauses 2 to 4 stand part.

The schedule.

It is good to see hon. Members so soon after the summer recess. I know that the Secretary of State for Transport, the right hon. Member for Sheffield Heeley (Louise Haigh), has been busy over the summer, but I hope that she managed—like the Deputy Prime Minister—to find some time to let her hair down.

When we last met, I set out why the Conservatives cannot support the Bill. I do not doubt that Government Members sincerely believe in their plan, in getting rid of privately run train operators, and in putting politicians in charge of running train services, but just because an ideological belief is deeply held, that does not make it right. It is certainly not the same as using evidence as a basis for decision making.

Our railways are vital to our economy: millions of people rely on trains, whether to get them to work or school, to make essential journeys, to see family and friends, or simply to visit other parts of the country. Our rail system is complex—a mix of public and private built up over many years. One thing it is not, though, is a toy train set to be played with, but I fear that is the approach this Government are taking. They are rushing through this ideological reworking of our rail system despite the absence of solid evidence to back up their approach, at a time when other countries are choosing to increase private sector involvement and competition in their rail systems.

There is no good reason for this Committee stage to be raced through in one day, rather than through a normal Bill Committee that would allow proper time for consideration and discussion, the time appropriate for such a substantial and significant change. Proper time would allow this legislation to be made better—indeed, fit for purpose—drawing on the strengths of our rail system as well as the weaknesses, and using the lessons of our experience and that of others, while still fulfilling the Government’s intention as set out in their manifesto. Instead, in their haste, this Bill simply takes a one-size-fits-all approach, pulling the plug on even the best train operating companies despite the mixed record of the Department for Transport when it comes to the performance of the franchises it runs already.

In the Government’s haste, the Bill lacks any controls or incentives to reduce the risk of increased costs to taxpayers and passengers. We can say the same for performance: where in this Bill are the incentives to improve that, or the protections for passengers should performance worsen when the right hon. Member for Sheffield Heeley is at the controls of our trains? In the Government’s haste, those things are missing too. In their haste, if they do what they said in their manifesto, they are going to bring thousands of rail workers into the public sector, all under a single Government employer. We will have unions reclining comfortably on ministerial sofas as they discuss pay for thousands of people, funded by the taxpayer, with no safeguards to speak of to make sure the taxpayer gets a good deal.

On Second Reading, I said that some more thought should go into the Bill over the summer. I asked a series of questions and made a number of suggestions. At the very least, I was expecting the Government to table some amendments, but I am sorry to report that, as far as I can see, they are going full steam ahead. There is no sign that any serious thought has been given to the long-term impact of Government-run train companies on growth, or on the efficiency of our railways. There is barely a word on the liabilities that this Bill would transfer on to the Government’s balance sheet, and crucially, no evidence has been shared about how passengers and their journeys will be affected.

Fundamentally, the Government are rushing ahead but travelling blind, pressing on irrespective of the impact on passengers or taxpayers, which they simply do not know. The right hon. Lady has made herself passenger-in-chief and then set off on a journey without knowing the destination. That is not a sensible way to govern. Passengers should always come first, above providers, unions and ideology. That is why our first amendment would require the Government to set out what impact they believe the Bill will have.

I find the hon. Member’s comments on public ownership a bit rich, given that privatisation of our railways has spelled 30 years of failure—30 years of delays and price increases for passengers, and eye-watering profits for private companies. Most people in the UK opposed privatisation at the time, and most people still oppose it today; in fact, a clear majority of her own party’s voters oppose the privatisation of the railways. Can she not see that the Secretary of State, in bringing forward this Bill, is serving the interests of our constituents?

Unfortunately, the hon. Member is simply wrong in some of the statements she makes. I am not ideological about this—I know that there is a place for the public sector and a place for the private sector. In our reforms, we proposed a closer working together of track and train through Great British Railways, much of which this Government are planning to bring forward. However, there have also been benefits to this country from privatisation, including a significant growth in passenger numbers, which has not been seen in many other countries. That is one reason why several European countries are planning to follow our model and increase competition in their rail services, in order to drive up passenger numbers and provide greater efficiencies.

As I said a moment ago, amendment 18 would require the Government to set out what impact they believe the Bill will have. For instance, what impact will getting rid of private sector train companies—the good performers as well as the weaker ones—have on passengers, fares, reliability and the cost of the railway to taxpayers? The amendment proposes that the Government should set that information out clearly in a report within the next six months. I am sure that hon. Members do not consider that to be unreasonable; surely, it is the least that any of us would want to see, since we all represent both rail users and taxpayers. It would mean that we would all know what difference the Government expect the legislation to make. I would hope that the report would be set out in a way that stands up to scrutiny, that it draws on evidence and that it has a suitable level of rigour for something so significant. It would also give us all something to hold the Government to account against, as well as the managers who take over responsibility for train operators.

The shadow Minister asks about the benefits that will accrue if this change is made. We on the Labour Benches have been working on it for years, so the suggestion that it has somehow been rushed is a nonsense. May I gently point out to her that over the years that this change has not been made, millions if not billions of pounds have been shipped out of this industry to subsidise and support other nation states’ railway systems? If ever there was a nonsense, that is it, staring us in the face. She talks about ideology: the ideology of privatisation has been ruinous for the railways, and it is about time that it was corrected.

There are a few problems with what the hon. Member has just said. One is that he talks about those figures, but the Government have not taken the time or trouble to set out what the impact of the Bill on passengers and taxpayers is expected to be. Were the Government confident about that impact, I am sure they would have set it out, but they have not. That is why our amendment proposes that they should set it out. We also know that while on the one hand, there are some savings to be made from management fees—I will come to that later in my speech—the benefits of competition, and the pressure of profit and loss and the bottom line, drive innovation and bring efficiency. That does not necessarily happen to the same extent in the public sector.

Will the hon. Lady give way?

No, I will make some progress.

For the reasons I have described, we have also tabled amendments to put some conditions on franchises moving into the public sector. Under the Secretary of State’s plan, the running of trains on our network will increasingly be tasked to a little-known Government company called DFT OLR Holdings Ltd, or DOHL, the current operator of last resort. It seems to me a huge risk to expect DOHL to successfully take over and run every franchise in the country. DOHL has had, shall we say, mixed results with the franchises it has taken over, and expecting it to run a further 10 on top of the four it is currently operating strikes me as a lot to ask. I recognise that the Bill makes reference to that risk by providing for franchise extensions where it would not be practical to bring the service in-house, but under the current plans, that would be decided by the Secretary of State. It is not that I do not trust the right hon. Lady, but she has shown herself to have a great deal of confidence in public operators, in the absence of any substantial grounds for that confidence.

I have been told that there is no plan to increase headcount, budget or resources of any kind for DOHL as it takes on that increase in workload from four to 14 franchises. I welcome the Government making an effort to achieve efficiencies at the centre, but I struggle to believe that more than tripling the number of franchises brought in-house will not involve some increase in resources. We therefore think it would be prudent for the Office of Rail and Road to form an independent judgment on whether DOHL has the capacity and expertise to take on each new franchise as it comes up, and to run it, at a minimum, as well as it is already being run. That could be done well in advance of most contracts ending, so it would not really be a hindrance to the Secretary of State’s plan, but it would provide a great deal of reassurance to passengers, and all of us as their representatives, about the capacity of the Government to successfully take over the functions of so many train operating companies.

On impact assessments and how we can have confidence that DOHL will improve performance, we can look at past performance. I remind the shadow Minister that the operator of last resort currently runs 14 franchises. Since the east coast main line, which serves my region, was taken over by LNER, revenues have grown substantially. Since TransPennine Express was brought back into public sector operations in May 2023, we have seen cancellations decrease from an average of around 20% to 5%. In the last quarter, TransPennine, which is run by the operator of last resort, DOHL, was the most improved operator in terms of cancellation scores compared with the same period last year.

I accept some of the points that the hon. Gentleman made. That is why I said that the record of DOHL had been mixed. Sometimes there has been improvement in performance, but that is not the case for all the franchises it runs. That is my reason for not being confident that it is the right organisation to take on such a large increase in its workload, particularly without any further increase in its resources, including some operators that are performing better than the train companies that he mentioned.

We want every contract that is awarded to place a duty on DOHL to look at how to modernise our network and to ensure that passengers are at the forefront of all decision making—passengers not just in urban areas and around London but, crucially, in rural areas and places that have traditionally been under-served by the rail network. Time and again, the Secretary of State has said that her No. 1 priority is passengers—that she will protect their interests above all else, and that it is for them that she is seeking this change. This is a chance to put her money where her mouth is and create a legal duty that promotes the needs of passengers in all future agreements with public sector operators. That will build in a layer of accountability on things that we all agree are important.

On amendment 8, public bodies marking their own homework is not something that Opposition Members believe leads to good results. I know from my time in government that independent scrutiny makes life harder for Ministers, but it also improves accountability, and with that outcomes. That is why we seek to introduce proper financial reporting and oversight for public sector operators. Under the franchise system, whatever its shortcomings, train operators are incentivised to increase passenger numbers and control costs. That has been an undeniable success of privatisation. Passenger numbers have doubled and costs have been controlled, increasing at a far slower rate than revenue.

In future, passengers and taxpayers will have to foot the bill for any loss of control on costs, any inefficiencies or any failures to innovate. That is a serious implication, and something we should do our best to protect people from. Creating, or recreating, some incentives is a good place to start. We will need to know how well the public train companies are performing—what they are doing to increase passenger numbers and drive growth in rail services, how reliable their services are, how well they are keeping costs under control, and how satisfied passengers are with the service they provide.

Our proposals will allow us to identify both good and bad performance, hold the managers of those companies to account and reward them accordingly, such as by linking managerial pay to performance. Those companies will no longer have shareholders to answer to, or the financial incentives that go with a senior role in the private sector. The Government have told us that part of their rationale for these changes is to better align the incentives of train operators with the interests of passengers, but the Bill currently provides no mechanism for that. We are not seeking to frustrate a change that this Government were elected to deliver; we simply wish to bring proper transparency and accountability to the process. That includes reporting on the costs involved in bringing operating companies into public ownership.

Government Members will no doubt point to the money that will be saved by removing management fees, but this equation is not one-sided. While the Secretary of State might be saving £150 million each year on fees, industry experts have predicted that the Bill could cost passengers and taxpayers up to £1 billion a year in lost productivity and growth—and that is before accounting for the Government’s taking on all the long-term liabilities of the companies. Pension obligations, rolling stock and long-term leases will all be transferred on to the Government balance sheet, and we have had alarmingly little information on what that figure will be.

The shadow Secretary of State is making a case from her ideological point of view, although she denies it. Running through her speech is a deep suspicion of the public sector. Suddenly she is suspicious about the quality of service for passengers. Suddenly she is suspicious about the quality of service provided, and the amount of money being spent on it. If only those suspicions and that scrutiny had been applied by the shadow Secretary of State and her colleagues while they were in government to the disastrous privatised railway service. Is she really trying to convince this House that privatisation of the railways was in any way a success? It seems to me that she is trying to stand as a barrier to public opinion and the Bill’s progress, because the majority of people in this country support public ownership of the railways and the Labour Government were elected with that as a clear manifesto pledge.

I am sure the hon. Gentleman is about to finish.

I am, thank you. I will bring my remarks to a close by asking, is it not the case that the shadow Secretary of State is being deeply ideological and is only interested in the privatised model and the pursuit of profit, regardless of the effect on the public?

The hon. Gentleman and I probably do have different views ideologically; I will acknowledge that. I think that he probably, as was implied in his intervention, thinks that profit is bad. I think that profit can be a helpful thing, and it is thanks to the motivation of people to make profits that we in this economy, and those in many similar economies, have the prosperity that we enjoy today. I think that Government can do a lot, but I am also thoughtful about when Government can help and when Government might hinder. That is why I take the view that, in rail, sometimes it is right for the public sector to do things and sometimes it is right for the private sector to do things.

One thing that I fundamentally think is missing from the Bill is scrutiny. I am not trying to frustrate the mandate that the hon. Gentleman’s party has to bring forward this legislation—I think I made that clear—but I want to improve it, and improving it involves introducing a level of transparency and accountability that simply is not in the Bill. That is why I tabled my amendments.

We also seek clarity on how the Bill will affect other privately run passenger services on the network. It is clear that deep down, those on the Government Benches know that the public sector cannot, and should not, run every service on the network. That is why open access operators like Eurostar and Gatwick Express have rightly been allowed to continue under these plans.

Open access represents a huge opportunity for passenger rail in this country. When done right it can provide nimble, cost-effective services that give passengers greater choice and bring in revenue for the network. In fact, the EU has enshrined in law the rights of open access operators in tendering for passenger services. We are not proposing that at this stage, but I am concerned about how this change will impact on those already operating on the network, and what opportunities will remain open to them or others to offer new open access services in future.

The same goes for the future of devolved concessionary models. Why, if Government Members truly believe that private providers are simply siphoning off cash, can Transport for London and Merseyside still run concessionary models? While I happen to think they should be allowed to do so, it does not seem fair to have one rule for Sadiq Khan and another for everyone else. What about Manchester, Leeds or Birmingham? What if they want to run their own transport systems in a way that suits them?

My understanding is that the Labour Government want to build on the progress we have made in devolving responsibilities to cities and regions, but this Bill looks more likely to reduce the options for other devolved authorities, leaving them able to run concessionary models only if they get an exemption under section 24 of the Railways Act 1993 to do so.

I would be interested to know whether the hon. Lady has spoken to her immediate predecessor to understand exactly the value of the reforms he was pursuing as Secretary of State, and if she was aware that they were worth less than half the cost of every time the railways went on strike under his leadership.

Unfortunately, the right hon. Lady’s approach is deeply flawed and risks our facing more strikes in future, rather than fewer. [Interruption.] Yes, to directly answer her question, I can assure her that I have spoken to her predecessor in the role, and I know that the reforms proposed to modernise the railways were crucial not only to controlling increasing costs and fares, but to improving the reliability of our train services. Unfortunately, she gave all that up overnight when she gave away a bumper pay deal of almost 15%, with nothing from the other side to improve services.

The independent body I am proposing would look at pay and terms and conditions in the round. It could shed some light on who is getting a fair deal and help put modernisation at the top of the agenda in negotiations. Given that this Government seem to be set on creating a single huge employer across the network, as set out in their manifesto, which surely means harmonising pay and terms and conditions across many thousands of employees, none of whom I suspect will want to give up whatever terms they most value—a four-day working week, 34 days of annual leave and the extra money they negotiated to start using iPads are some examples—can the right hon. Lady imagine what effect this might have on ticket prices and the efficiency of our network? An independent pay review body could at least gather evidence and advise Government on what makes sense to fill jobs and provide value for money for the taxpayer.

Madam Chair, I am grateful to you for giving me some time to outline our amendments, and I am mindful that other Members wish to talk to their amendments or make maiden speeches, so I will wrap up my comments with a couple of final points. As we made clear on Second Reading, His Majesty’s official Opposition do not support this Bill. Our rail system needs reform, and we have set out plans to do that, but this Bill is not the right way to go about it. On the contrary, the Government are being driven by a flawed ideological belief along the lines of “public sector good, private sector bad”. It is not underpinned by evidence of what works, and they are not being straight with people about the possible downsides such as higher fares for passengers, higher costs for taxpayers and less reliable trains.

Why are the Government rushing through this Bill? Is it to please their Back Benchers, who we know are deeply unhappy about scrapping the winter fuel allowance, or is it to please their union paymasters? I know the right hon. Lady has promised everyone that she is going to move fast and fix things, but this looks more like moving fast and breaking things. I say sincerely to her, as I am sure she will want to make this legislation as good as it can be and, like me, wants to do the best possible job for all our constituents and for the country we serve, that she should please consider the amendments we have tabled and think hard about giving them the Government’s support.

As a point of information and for my assistance, it would be very helpful if Members wishing to be called could indicate clearly that they wish to speak.

Thank you. I call Graham Stringer.

That was earlier than I expected, Ms Nokes!

Before I come to the amendment I have tabled, I should say that I am probably the only Member in the Chamber who remembers the debate on the National Audit Office report after the original privatisation of rail, and if the hon. Member for Faversham and Mid Kent (Helen Whately) applied her proposal to the original decision to privatise rail, against the criteria the then Government were using, she would find that it has been a complete failure. I remember that when in this Chamber I asked Teddy Taylor, a Conservative I respected greatly, how he justified selling off the railways for less than they were worth, which is what the National Audit Office report said, his justification—the policy of the then Conservative Government—was that it did not matter because they would take all the subsidy out of the railways. Had the hon. Lady been present then and had those tests been applied to the original policy, the Conservatives’ policy of privatisation would be seen to be a complete failure.

The other point I would like to make about what the hon. Lady said, which a number of interventions from the Government side brought out, is that a huge amount of money has been transferred to other rail systems and to pension funds in north America and elsewhere that could have been used to benefit the transport system in this country. Incidentally, one of the reasons why passenger numbers have increased on the railways is that the previous Government did not invest in roads over many years. That has led to congestion which has forced people on to the railways; it is not the privatisation of the railways that has attracted those passengers. Those profits have gone out precisely because the Treasury did not want the debt on the balance sheet, but one cannot have it both ways. If we are to repatriate those profits, which I believe taking the railways back into public ownership will do, we of course have to take the debt. An accountancy sleight of hand, because the Treasury does not like seeing the debt on the balance sheets, is the direct cause of the profits being taken out of this country.

On the Government side of the House, there is real enthusiasm for this Bill, and the sooner the train operating companies are back in public hands and that money is repatriated to this country, the better. However, I share with the shadow Transport Secretary a worry that officials in the Department for Transport may not be up to it. Excuses may be used to slow things down, because the operator of last resort is not ready and they are worried about taking on the extra capacity. It is a genuine worry, but it is a problem that should and has to be overcome if we want a publicly owned railway working for the benefit of passengers and the taxpayers of this country, not a privatised system. I have therefore tabled an amendment to remove clause 2(3), which could be used as a loophole as it would allow the Secretary of State to carry on with a franchise under certain circumstances. I ask my colleagues on the Front Bench to be explicit about what those circumstances might be, because my worry is that they will be getting advice from officials in the Department for Transport who have not covered themselves in glory and have failed with the railways over many, many years.

As the hon. Member for Faversham and Mid Kent likes evidence, I refer her to a Public Accounts Committee report in May that is excoriating in describing the officials in the Department for Transport and how they have dealt with the railway system. I will read some of the conclusions from that report, because it should worry us all if we want this Bill to work—not just to be passed into legislation but actually to work.

The first point made by this all-party Committee with a Conservative majority in May this year was this:

“It has been six years since the Department identified the need for a root and branch review of the railway, but it has achieved very little in this time.”

It then says:

“There has been too little focus on passengers and taxpayers and how to get them a better deal.”

Those are the first very worrying points from Labour’s perspective.

The report also says:

“Six years since the Department started work on rail reform, it has failed to resolve fundamental disagreements and clarify key aspects of reform.”

There are other points too, but I do not want to bore the Committee too much. The last point is:

“The Department has failed to engage with the workforce to successfully deliver its reform ambitions.”

That is also very worrying.

I note as well the comments of an official from the Department when discussing the appalling performance of Avanti, which I think is permanently in breach of its contract and which has laughed at the Government and the travelling public as it has received massive subsidies. It is not working for profit; it is not at risk. It has just been ripping off the taxpayer for many years—since it took over from Virgin in fact. A DfT spokesperson said:

“Stripping Avanti's contract would just cause more upheaval for passengers rather than solving the challenges the operator is facing. These include restrictive working practices that can’t be reformed without ASLEF’s agreement.”

I think those officials could be and have been a barrier to reform. I would not expect my colleagues on the Front Bench to do anything but be loyal to the officials who work in the Department, but I would like them to respond on how they are going to overcome some of the potential problems they will find in a Department they control. There are not only the problems where there will be resistance. Owing to the way the franchises are dealt with, some of the better train-operating companies—such as Greater Anglia, which has a reasonable record—will come up first, whereas Avanti has eight years left on its contract. It seems to me that it would be easy for officials to recommend dealing with the best first rather than the worst, which is not in the interests of passengers or the taxpayer. We really need as a Government to get control of that and deal with the worst first, because that is where we are losing money, that is where passengers are suffering, and that is where money is being taken out of the system. As I say, I do not expect the Front-Bench team to criticise the officials they have to work with, but I hope they will take on board the fact that there are real problems and that we need to deliver right across the rail system to create a wholly publicly owned industry as soon as possible.

The Liberal Democrats’ first principle is to put the rail user at the heart of any new arrangements for rail passenger services. We are ultimately agnostic about public or private ownership so long as what the Government propose clearly delivers the improvements on our railways that are so desperately needed. I thank Ministers for their prior engagement and for today’s debate. I am aware that the Bill is only a step towards more comprehensive legislation later in this Parliament. We Liberal Democrats have tabled three amendments to address three core issues that are relevant to the Bill but might become even more relevant to any future Government plans.

Amendment 21 is aimed at keeping passenger experience under review. Public confidence in our rail system has been falling year on year. Greater scrutiny is needed of how nationalisation will impact day-to-day travel. Our amendment will ensure that getting a fair deal for passengers is the guiding principle of the Bill.

Does my hon. Friend agree that an essential part of that is addressing the problems that the railways face now? Although the Liberal Democrats are agnostic on nationalisation, as my hon. Friend says, the problems that customers face now are about pricing and timetabling, and this Bill will not address them.

I thank my hon. Friend for that intervention and repeat that it remains to be seen how quickly that can be addressed. That is really our main point—we will scrutinise the Government on how quickly these changes can be delivered, because that is what all our constituents are really asking for.

Our amendment would ensure that an annual report was published on the effects of public sector contracts, particularly on the ticketing system. Fare hikes, delays and cancellations all contribute to a loss of confidence. Despite that, passenger numbers are up; people want to use our railway as a clean, green way to travel. We agree with the Government that competition is not working as intended, but we cannot expect nationalisation to be a silver bullet that solves all the issues with our rail services. It is therefore vital that the Government get a clear picture and are fully transparent about the public experience throughout the change.

The current ticketing system is simply not fit for purpose. Complicated and inconsistent ticketing is a barrier to rail travel. If we are to meet our climate commitments, green travel must be encouraged. I often hear from my constituents that they find it hard to understand when a ticket is best value for money, which highlights the need to simplify the entire system. When people buy a ticket, the best value fare should be clear and should be displayed first. There have been cases where operator-owned ticket machines have had an in-built bias to sell their own company’s tickets even if they are not the best value. Commuters should not have to jump through hoops to find the most effective price.

Amendment 21 would also require a look at the effects of nationalisation on digital season tickets and compensation for delays and cancellations. Delay repay is another big issue on our rail network. In the last reporting year, train operators closed 7.6 million delay compensation claims. That figure was 30% higher than the previous year even though passenger journeys were only 16% higher. However, current operators treat delay repay claims differently: while some passengers can get automatic compensation if their journey is delayed, others have to fill in complicated forms and have to wait. A unified approach to delay repay is clearly needed to improve passenger experiences, and I agree with my hon. Friend the Member for Edinburgh West (Christine Jardine) that it is absolutely vital that passengers see such changes very quickly, rather than having to wait for a whole-system change.

The same is also the case with season tickets. Annual passes for similar-length rail journeys differ immensely across the country depending on the operator. An annual report scrutinising how nationalisation affects those inconsistencies is essential to reducing them. To ensure that passengers get a fair deal from nationalisation, I urge Members to support our amendment 21.

Amendment 20 aims to bring people further confidence as rail companies are brought into public ownership. The amendment would establish an independent body to review contracts made by the Transport Secretary and public companies. That body would put the customer at the heart of services, as well as delivering, putting commuters first and holding operators to account. The amendment would ensure that if the independent body did not agree with a proposed contract, the Secretary of State must explain to Parliament why they were going ahead. To give the public confidence in our railways, the process of contract allocation must be kept under scrutiny and be fully transparent.

Our third amendment is amendment 22, which would require the Government to review how the transition to public ownership affects services such as Merseyrail and Transport for London. Those services are already under public control, but in those cases the control is local, not national. The amendment would allow more services to be operated by local public bodies in the future—we have discussed that in our pre-meeting. The review would not simply look at direct impacts, but engage with the local public bodies themselves on their capacity and their wish to deliver such services.

If the new Government are serious about devolution, the option for combined authorities to deliver services must be on the table. We have already seen how devolved authorities can deliver rail services effectively. Transport for London and Merseyrail are two such examples. If devolved authorities wish to deliver rail services, there must be a way for them to have discussions with central Government. I understand that such a proposal might be for the future, but it is important we put a marker down here. Amendment 22 provides a mechanism for that process.

Nationalisation must be a means to an end. The public at large do not care who is running the trains as long as there are good services and travel is affordable. Our Liberal Democrat amendments would ensure that the legislation has the passenger at the heart of any changes and that the public get value for money.

I am coming to the end of my remarks.

The Liberal Democrats want to work with the new Government to improve our railways and deliver a fair deal for passengers. I call on all colleagues to support our amendments.

I will address my remarks to my amendment 7. It is a probing amendment, whose main purpose is to raise and discuss procurement reform.

I start with good news: 100 new jobs at Alstom Derby, refurbishing CrossCountry’s Voyager fleet, in an upgrade worth £60 million. Train manufacturing in Derby was at death’s door some months ago, and now it has a heartbeat, with 10 trains for the Elizabeth line in the pipeline. I thank the Transport Secretary and many other hon. Members for their extraordinary support in the dark days some months ago, when hundreds of jobs at Alstom—thousands when we consider the supply chain and agency workers—were being lost. The city came together to demand action. No one wants to see their city or their workplace go through that, so we need to see an end to boom and bust, replaced with consistency and certainty. We need crisis and sticking plasters to be replaced with long-term funding and stable projects.

We saw a failure to act in that way when privatisation happened. When British Rail was split up, there was real concern that the upheaval would crush the world-renowned expertise in the supply chain in Derbyshire. According to Hansard on 20 December 1994, in that year alone, 5,000 jobs were lost nationally. That was one of the first unnecessary tragedies of privatisation. In spite of that setback, more than 10,000 workers are employed today in Europe’s largest and most diverse rail cluster, centred around Derby. It covers every aspect of the railway supply chain.

Since the Bill’s Second Reading, I have been pleased to visit and meet with rail forum members, including Hübner, Serco, DB ESG, Resonate and Millennium Site Services, which are all enthusiastic about working with this Government to deliver improvements to rail. The Transport Secretary said on Second Reading:

“As private operators are brought in, their contracts and supply chains will be considered, to ensure that they are delivering the best possible service for passengers.”—[Official Report, 29 July 2024; Vol. 752, c. 1074.]

My amendment seeks to establish what details publications related to that consideration should include. Specifically, the amendment suggests that details should include the approach towards

“technological development…the management of demand and supply…the supply chain…future sectoral planning.”

Through better procurement we can also speed up delivery, reduce costs and create social value. That point was made in the Maier rail and urban transport review, which was recently published—I commend the Transport Secretary on commissioning it. One of its valuable recommendations is that the Rail Minister should be given responsibility for working in partnership with business to support the establishment of local supply chain capability. It makes the point that as supply chain capability goes up, costs and skills shortages come down.

I started with the good news of 100 jobs at Alstom, but there is no complacency in Derby, because we are looking five and 10 years ahead, and I know there is no complacency from the Transport Secretary. On Second Reading, my hon. Friend the Member for Easington (Grahame Morris) reminded the House that to meet decarbonisation goals, the UK needs to upgrade up to 4,000 rolling stock units. With management of contracts and sectoral planning, there is enough domestic work to create a stable base for train builders and their suppliers, who can then top that up with exports. I therefore look forward to hearing from the Minister how we can get the structure right now for delivery in the future.

I will not speak for a great deal of time, as this issue is largely devolved in Scotland. However, I welcome the Bill, and the Scottish Government have been keen to support it through a legislative consent motion. That supports the work that has already been done in Scotland. We have put the railway into public ownership as a last resort, but the Bill will provide stability going forward for the Government and the operator and enable them to do much better on medium and long-term planning, with certainty on what the future holds.

My amendment 6 brings into the debate the role of rolling stock leasing companies, or ROSCOs. Many Members on the Government Benches will agree that the ROSCOs are taking a huge profit out of the public sector. Rolling stock contracts in the past couple of years took more than £3 billion each year, and the amount of profit being taken from that is in the billions over the lifetime of the contracts. That money could be reinvested in the railways. I appreciate that it is not for this Bill, but I would like the Government to come forward with proposals on ROSCOs in the next Bill that will come forward later in the Session.

That is all I want to say at the moment. I do not intend to press my amendment to a Division, but I would like some assurance from those on the Government Front Bench that serious consideration will be given to how we deal with ROSCOs and the amount of profit being taken.

I start by declaring an interest. I am proud of the fact that I am a trade unionist and have strong links to the transport unions, particularly Unite, the National Union of Rail, Maritime and Transport Workers, and ASLEF. Indeed, as I pointed out on Second Reading, when I was a young fellow many years ago, my first job was on the railways, when they were part of British Rail. In those days, I was a member of the National Union of Railwaymen. More recently, I served on the Transport Committee for almost six years, and I am delighted that many of the arguments and issues that I and many other stakeholders raised in numerous sessions have finally found their way into a Government Bill and on to the Floor of the House of Commons.

The privatisation of the railways was a privatisation too far, even for she whose portrait should be removed. Does my hon. Friend agree that it is utterly ridiculous that the only nation state on the planet not able to run the railway in this country is this one?

Absolutely. If ever there was a charge of political dogma to be made, it must be about the fact that, under the terms of the privatisation, the British taxpayer and the British Government are not allowed to own a stake in our own railway. For too long, private companies have provided a substandard service while making substantial profits. Over the last seven years, the remaining private train operating companies—I apologise for misleading the Committee, but I misspoke earlier when I said that there were 14 of them; there are 14 franchises in total, four of which are operated by the state through the operator of last resort—have paid out an average of £130 million annually to their shareholders. Those companies are often owned by foreign Governments —in Germany, Italy, France and across Europe and the world. Meanwhile, passengers’ day-to-day experiences have been of overcrowded carriages, delays, service failure and, worst of all, some of the highest fares in Europe.

It is worth thinking about the costs, and the profits that some private train operators have been able to generate for shareholders. Figures released just this week show that Govia Thameslink Railway paid out a staggering £82.4 million in dividends, with £62.3 million of that being for the 2023-24 financial year. That represents a 268% increase from the previous year. In return for those princely profits, Govia consistently failed to meet two thirds of its customer service quality targets, as reported in the Financial Times. The situation was encouraged to persist under the last Conservative Government. I welcome the fact that Labour is making this a priority from day one, as that is fundamental to fixing the foundations and delivering the economic growth promised by the Prime Minister.

I support the comments made by my hon. Friend the Member for Derby North (Catherine Atkinson) and the hon. Member for Moray West, Nairn and Strathspey (Graham Leadbitter) about the rolling stock companies—the so-called ROSCOs. Many commentators see a problem with the newly formed Great British Railways having to continue to lease rolling stock from ROSCOs, as that would allow those companies to profit from taxpayers’ money. My view is that ROSCOs are an unnecessary link in the chain. I frequently raised the issue with experts and industry leaders on the Transport Committee, and I believe that we would benefit from meeting our rolling stock needs by placing orders directly with UK-based manufacturers such as Alstom and Hitachi, rather than enriching the ROSCOs.

Despite being in post for a relatively short time, the Secretary of State has made a strong start with the Bill. However, I urge her to consider the points raised by me and Members on both sides of the Committee about how we continue to procure rolling stock as we move forward. On Second Reading, the Under-Secretary of State for Transport, my hon. Friend the Member for Wakefield and Rothwell (Simon Lightwood), said that purchasing existing rolling stock would not be a responsible use of taxpayers money. I understand that, but will the Minister, in responding, clarify whether in the future, under GBR, there will be an option to purchase new rolling stock directly, instead of having to continue to lease through the ROSCOs?

As my hon. Friend the Member for Derby North said, the UK needs to upgrade to 4,000 units of rolling stock over the coming decades, with Network Rail estimating costs in the tens of billions of pounds, so this is an ideal opportunity to explore a new financing model for rolling stock. I am not naive—I understand the financial situation that we have inherited from the last Government—but I ask the Government to explore not-for-profit financiers if rolling stock cannot be nationalised under GBR. May I point out respectfully that Eurofima, a supranational not-for-profit financier, has stated that, for every £1 billion of financing on UK railways, it could save the taxpayer £350 million over 30 years due to its lower financing costs? That is compared to using the existing ROSCOs. Will the Secretary of State update us on the possibility of using not-for-profit financiers for rolling stock in preference to the ROSCOs?

I will take up the point made by the shadow Secretary of State about the pay review bodies. May I point out that they are not universally welcomed? I have been looking at responses to pay review bodies in the health service, and the last Government had a less than wonderful record when it comes to implementing the recommendations of pay review bodies, not least those relating to junior doctors. The Royal College of Nursing has said of pay review bodies that there is “nothing independent about them.” The chairs and members of pay review bodies are hand-picked by the Prime Minister and Government Ministers, and the terms of reference are decided by the Government. There is some scepticism about how independent they truly are, and about whether, when they make recommendations, the Government are obliged to implement them in full.

I ask the Minister if it is possible to provide a timetable for the next steps. When will future Bills be introduced to the House, and when is Great British Railways expected to be fully established? I acknowledge and express my appreciation for the engagement of the Front-Bench team. I stress that I support the Bill because I believe that it represents a critical step in fixing the long-standing issues in our rail system. The current privatised framework is giving a fragmented railway, and has failed to deliver value for money, an efficient service or customer satisfaction. I am pleased that we are moving towards a model that prioritises the needs of passengers over the profits of shareholders. Rethinking our approach to rail management and financing is a crucial first step towards fixing the foundations and putting Great British Railways at the service of the travelling public.

The Greens are not agnostic on privatisation. We very much support the principle of the Bill and look forward to its progress. I want to make a short speech on amendments 2 to 5, which I tabled. They are very simple and common sense; their goal is to leave open the opportunity for elected devolved bodies to set up companies that they own, in order to bid to run railway services under the overall guidance and wing of Great British Railways. The Bill, which restricts the definition of a public sector company to those owned by Ministers, either here or in Wales or Scotland, does not allow for that. That seems to clash with the direction of travel towards more public sector devolution, with which my party and I agree.

It would improve and future-proof the Bill if we amended proposed new section 30C of the Railways Act 1993 so that Ministers could in future choose a company set up or owned by combined authorities, or by groups of unitary, county, district or borough councils who decided to co-operate, ahead of further devolution, on improving their railways. Any decisions on the award of franchises, on the suitability of a body to run and own local railways, and on where investment should go would remain fully with Ministers. I tabled the amendments in a constructive spirit, and I hope that they will start a constructive conversation that will continue here and in the other place as the Bill progresses.

I call Abtisam Mohamed to make her maiden speech.

Thank you, Ms Cummins, for giving me the opportunity to speak. It is a real privilege to deliver my maiden speech in this debate on the Bill, which will see the biggest overhaul to transportation in a generation. I congratulate my hon. Friend the Member for Easington (Grahame Morris) on making excellent points about placing passengers at the heart of decisions, rather than unthinkable profits for shareholders.

I deliver my maiden speech with a sense of profound honour and humility. Representing the vibrant and diverse community of Sheffield Central is a responsibility that I do not take lightly. I would like to start by saying a few words about my predecessor, Paul Blomfield. A Labour MP for the last 14 years, Paul turned a majority of 165 to a majority of a whopping 27,000. He achieved this electoral popularity because he made politics accessible and was a great constituency MP. He listened to people and made their concerns his priority. He fought for the people of Sheffield Central tirelessly and consistently. He is everything we should look for in the character of elected Members: humble, honest and extremely hard working. He has received many awards in recognition of that. On a personal level, Paul has been my mentor. His guidance and support during my campaign have been invaluable, and for that I am deeply grateful. If he is watching, I would like to thank him for all the support that he has given me, and for everything that he has done for the people of Sheffield Central.

Sheffield Central is a microcosm of all that is Sheffield and all that is modern Britain. It is characterised by its rich cultural diversity, beautiful green spaces and a thriving independent economic dynamism. From the beautiful Bole hill views to the new Pound’s Park in the city centre, the small independent shops in Sharrow Vale and the up-and-coming Neepsend and Kelham, we have an unwavering sense of community spirit that genuinely makes every area feel like home. That is because it is home to remarkable individuals and organisations that work tirelessly to make our city a better place. It is a place where tradition meets innovation; we have seen the recent excavation and regeneration of a 12th century castle, and have new thriving business hubs, such as Leah’s Yard, which was the place of old toolmakers and is now the city’s new exciting independent home for makers and creatives. Sheffield has earned its stripes as the undisputed start-up capital of the UK. We also have a very large student population. Sheffield Central is home to two brilliant, world-class universities that enrich the fabric of our community. I am fortunate to have been a student at both of these excellent institutions at various points in my life.

With vibrant museums and the largest theatre complex outside London, we are a city that recognises people’s creativity, knowledge, identity, traditions and passions. Our theatres have been home to the world snooker championship since 1977 and, more recently, the multi-award-winning musical, “Standing at the Sky’s Edge”. Sheffield has no desire to copy; we desire to celebrate and embody our uniqueness. We storm ahead in our ability to bring people together, to think, to create and to celebrate.

It was a real privilege to listen to the hon. Member for Sheffield Central (Abtisam Mohamed). Her passion for the constituency that she has been elected to represent shone through in her speech, and I congratulate her on being the first British Arab woman to be elected to Parliament. I really enjoyed listening to what I would best describe as a picture portrait, in her words, of her constituency. I will reflect on that next time I drive up or down the M1—while also concentrating on my driving, of course.

Let me now turn to the Bill. I rise to support the Opposition amendments, particularly amendments 10, 12, 15 and 17. As others have said, this is a short Bill, but I believe that its aims are radical and ideological. It will completely change our rail system, removing the presumption in favour of private sector operation of passenger services and allowing the Government to bring those operators into public ownership when a franchise ends. In short, I see this move as nationalisation and, indeed, ideologicalisation.

Although the Bill introduces such fundamental change, it is also being rushed through this place with limited scrutiny, for just four hours for Committee consideration. Smaller Bills have sat in Bill Committees for many more sessions. In fact, I think that a private Member’s Bill of mine spent more time in Committee than this. I am disappointed because there seems to be scant regard for what these changes will cost. I am also disappointed because I think the Bill should be considered alongside the railways Bill, which is yet to be published, and from my perspective that makes the scrutiny of the Bill, particularly at this stage, even more important.

I agree that the current model is not working. I am a former Rail Minister, and when we were in government we acknowledged the need to change and made the case for rail reform. However, that reform was about simplification, not nationalisation. It was about bringing the track closer to the trains and putting the passenger first.

Let me begin with amendments 10 and 12. I do not think we should underestimate the need for strict scrutiny, accountability and transparency. At the end of the day, that is what we on the Opposition side of the Chamber are here to provide. Without the additional measures proposed in the amendments, it seems very unclear how the shift from franchise to public ownership will work, and how its impact will be assessed. How will the costs be monitored, and where will investment in future rolling stock come from?

Another problem with the Bill in its current form is the arbitrary transfer of franchises to public ownership, based not on performance but simply on chronological franchise date. I raised that on Second Reading. West Midlands Trains, for example, is one of the better performers, but its contract expires this month. Contrast that with Avanti West Coast. As many Members have probably experienced when travelling to this place, it is currently one of the worst operators, yet its contract expires in 2026.

My reason for supporting the amendments is to ensure that, through stricter reporting and oversight of the new operators, we will see targets that are linked to performance and innovation. It is important that they are also linked to managerial pay, and it is all about keeping the passenger at the heart of what we are doing. It is also important to look closely at how the operator of last resort will manage the many more train services that will fall under its remit. I am not quite sure whether the OLR will have more resource to do that—hence the need to have accounts and monitor what is happening.

It is also important to understand how and where decisions about infrastructure and investment are being made. I will cite the example of the midlands rail hub, which the last Conservative Government committed to. It is absolutely critical to growth and improvements in services, and not just in Birmingham but across the west midlands and other regions. I would like to understand how some of the investments will be progressed under the new model, and how they will be held to account.

Amendment 15 seeks to address the issue of open access operators. Again, I raised this issue at Second Reading and, to be fair, the Rail Minister wrote to me and confirmed that there will remain a role for open access services, alongside publicly owned services. I welcome that, not least because it gives me a reason to continue to bang on about the need for the Government to support the bid for open access for services from Wales to London Euston via Aldridge. However, we need a train station in order for the train to stop in Aldridge, and we want it to be built by 2027 and not pushed into the sidings by the new Labour mayor. So forgive me, Madam Chairman, but I will keep talking about that until we see it delivered, not least because residents are expecting it to happen.

Amendment 15 seeks to carve out the space for open access operators and ensure that there is fairness in the awarding of contracts, which will be critical moving forward. I genuinely believe that there is a place for both the current system of providing train services and open access operators. Generally speaking, a lot of them have proved their value to the passenger and the taxpayer.

I will touch briefly on amendment 17, which is about reforming terms and conditions. I welcome the breakthrough in the pay talks, which is very positive, but it is really disappointing that it has done nothing to address the urgent need for reform of some of the terms and conditions. I see that as being crucial for the future stability of rail passenger services and for having the passenger-focused, seven-days-a-week service that the fare-paying passenger expects. Without the tools to scrutinise the ideologically driven changes, there is a real risk that the Bill fails not just the taxpayer, but fare-paying passengers, as many Members have highlighted this afternoon.

Finally, for constituents to be able to enjoy any benefits of rail travel, they need access to a local station. I will close my remarks by referring to Aldridge, because it is just one of a handful of constituencies that have a track but no train station. I urge the Minister to join me in pushing his colleagues in the Treasury and the West Midlands combined authority to help me deliver a train station for Aldridge on time.

I call Julia Buckley to make her maiden speech.

Thank you very much, Madam Chair, for allowing me to make my maiden speech. What a privilege it is to follow my hon. Friend the Member for Sheffield Central (Abtisam Mohamed) and her moving story of her family overcoming racism and her personal passion for change.

I am delighted to contribute to this afternoon’s debate on our plans to introduce Great British Railways and bring trains back into public ownership. Nowhere will these benefits be felt more keenly than in my constituency of Shrewsbury, where services are thin on the ground, lacking carriages and frequent and reliable services. Most residents and visitors to Shrewsbury would very quickly conclude that our town is a beauty spot with so much potential but cut off from the wider economic region by a lack of robust public transport. This is mirrored by our inadequate bus services, with over 5,000 routes cut since 2010. Shrewsbury is dreaming of a Sunday service or a bus after 6 pm to support our young people and our night-time economy. Public bus franchises will make a huge impact on so many lives. We also have high hopes for Midlands Connect’s plans to electrify the train route between Shrewsbury and Wolverhampton to boost our capacity.

I call Sorcha Eastwood to make her maiden speech.

I congratulate everyone who has made their maiden speech today, and I have to speak from the heart and say that it was incredibly moving to hear the hon. Member for Shrewsbury (Julia Buckley) talk about her friend Jo Cox, who was a former colleague of so many in this House. Jo’s philosophy, that we have more in common than that which divides us, certainly inspired me. We have a lot to learn from that in my part of the world in Northern Ireland.

It is an honour to be here today as the new MP for Lagan Valley. Like many others, I am the first woman MP for my home constituency. I would not be standing here today without the people of Lagan Valley, who have given me the privilege of representing them on Lisburn and Castlereagh council, in the Northern Ireland Assembly and now at Westminster.

I want to take a wee moment to thank Team Lagan Valley Alliance, my colleague David Honeyford MLA and my successor Michelle Guy MLA. I also want briefly to pay tribute to my dear friend and colleague Stephen Farry, who served in this House for five years representing the constituency of North Down. I am delighted that Alliance is continuing the legacy of Stephen’s contributions in this House.

There is a saying back home, “It’s far from here that you were reared,” and it certainly is far from here that I was reared. There was absolutely no expectation that I, as the daughter of Brigid McKeown, who was born on the side of Blaris Road in Lisburn, would wind up as the MP for Lagan Valley. My journey in politics began around our family table. Where I grew up, people did not really take an active interest in politics unless it took an active interest in them. I learned around our family table about public service in housing, education, policing, nursing or whatever it may be—that it was about what we can give back to our community.

My mum used to ask me every Sunday, “Do you want to do a wee general knowledge quiz?” and I would be like, “Yeah, who doesn’t like a quiz?” She used to take me into our back room and say, “Who is the Prime Minister?” and “What’s the capital of Spain?” What I did not really understand was that my mum, who left school with no qualifications and worked damned hard as a domiciliary care worker, wanted her daughter to have a better life, and education was the key to that. No, it was certainly far from here that I was reared, but that makes my presence today even more important.

But this is not about me or my life or my family; this is about the tens of thousands of people across Lagan Valley who grew up the exact same way. In fact, just today, while sitting on these Benches, somebody sent me a wee private message to ask, “Can you help me with this? Oh and here, by the way, it’s good to see that one of us got in there.” They did not mean “one of us” in the Northern Irish sense of the past; they meant somebody who grew up in the same street as them, who had the same social problems and knew what it was like to work a minimum wage job: strong, dignified people; people who want better, voted for change and for the first woman MP for Lagan Valley, but more importantly who voted for the first united community MP for Lagan Valley.

Our job here is to speak truth to power. Frankly, the people of Lagan Valley would not let me away with anything less. The system is broken. The social contract is shattered. It is not working. We have played this tape through to the end. We know how it ends. It so often ends with the most vulnerable in society crushed by a system that is sometimes overwhelmingly stacked against them. The system is harming people. Austerity is a political choice, and not one that my constituents—or frankly anybody in the UK—should be forced to bear.

Nearly 40% of people who are working are in receipt of universal credit. Young people are priced out of the housing market, we are not building enough social or affordable homes and renters are being exploited. We have full-time workers across health, education and hospitality dipping in and out of food banks. When did food banks become normalised? I do not want a single one of us ever to regard food banks as a part of our social architecture. We should be ashamed and disgusted and spending every minute in this place to eradicate their need. People who are working full time and in a households where both are often earning well above the median wage are having to shell that money out again through childcare costs, and many times it is the woman who has to give up her job.

Some politicians need focus groups to tell them what people feel about certain issues, while others create divisive culture wars to distract us from what really matters. But it should be as clear as day that people do not want more of the same. They do not need to be told that it is going to be painful, because they have been in pain for a long, long time. The message needs to be one of hope, ambition, vision and inspiration. From listening to the speeches, not just today but over the past few days and weeks in the House, I know that that is not something we are short of.

People know that underfunded and unfunded promises were made, and nowhere has that been felt more than in Northern Ireland and in my constituency, Lagan Valley. Alliance proudly went out before the election and campaigned primarily on two things—first, reform of the institutions and ending the veto, which so often has led to having no Government for the guts of 10 years where I am from. That is not acceptable. We also campaigned strongly for a fair funding package for Northern Ireland. That is not just a political opinion of mine; the Fiscal Commission for Northern Ireland said that Northern Ireland is not funded based on need. I will certainly be making no bones about fighting for that in this House.

It is one thing to say that we need reform of the institutions and for the UK Government to say that we have won the intellectual argument. Well, guess what? We have also won the argument at the ballot box time and time again. That is not something I will shy away from championing in my time in this House.

I sat around in Ballymacash estate on Friday and talked to people there about a number of things they are doing in that area that are absolutely fantastic. That community has gone on from years of social exclusion and isolation to develop so much. We talked about funding streams, and one we mentioned was the UK shared prosperity fund. They said to me, “That’s your job to go and fight for that.” Do you know what? It is. I met women from Tonagh estate. They rang me and said, “We are desperately worried about our winter fuel payments.” They are not the people with broad shoulders.

People say that politics is personal. It is absolutely personal to me—I make no bones about that. One in two of us will get cancer in our lifetime. I know personally five of my constituents who last year were diagnosed in our accident and emergency department. Just two of those people are alive today, and that is within one year. One of those people diagnosed in A&E was my husband, who has a rare form of blood cancer. Through that time, coping with that diagnosis, we have met hundreds of families right across the UK and Ireland who have been impacted by this. Every second we are in this place, somebody in this country will get a diagnosis of cancer.

I call Paul Waugh to make his maiden speech.

Thank you, Madam Chair. It is an honour to make my maiden speech during the passage of such a landmark piece of legislation and one that is very much long overdue. It delivers on our promise at the election of real change, and every one of us here is proud to represent it.

It is also an honour to follow my hon. Friends the Members for Sheffield Central (Abtisam Mohamed) and for Shrewsbury (Julia Buckley) and the hon. Member for Lagan Valley (Sorcha Eastwood), who made such moving and powerful speeches. They are a real tribute to this historic 2024 intake. They show up the excellence and diversity of our intake.

In a maiden speech, it is customary to pay tribute to one’s predecessors. I sincerely thank George Galloway for his career of public service. I wish to pay tribute to the late Sir Tony Lloyd, a man who commanded respect across this Chamber and whose decency, internationalism and compassion are an example to each one of us. As Tony once advised his staffer, now my hon. Friend the Member for Blackpool South (Chris Webb):

“If it is not about making people’s lives better, don’t be a politician.”

Rochdale certainly has a long history of making people’s lives better and of strong links to this Palace of Westminster. Indeed, it was a Rochdale lass, 15-year-old Emily Kelsall, who, in 1843, laid the foundation stone of the Elizabeth Tower that houses Big Ben. The Kelsalls were close friends of another of my predecessors, the great parliamentarian Richard Cobden and his ally, John Bright, who famously described England as the mother of Parliaments.

Cobden and Bright, one a Rochdalian by adoption and one a Rochdalian by birth, were two Rochdale radicals who campaigned as vigorously against slavery as they did for cheaper food through the abolition of the corn laws and for a wider franchise. Another Rochdalian who was friends with Cobden and Bright was the Lancashire dialect poet Edwin Waugh, after whom my youngest son, Eddie, who is in the Gallery, is named. Waugh captured the beauty of the

“hill and hillock, knoll and dell”,

and the moors and brooks of my Pennine constituency. From Blackstone Edge to Hollingworth lake, from Healey Dell to the landscaped gardens of our magnificent town hall, there is greenery and beauty throughout our town and its villages of Littleborough, Wardle, Milnrow and Newhey.

The Pennine way cuts through my seat, yet our Pennine way is more than just the well-loved footpath; it is a way of doing things, too. Our Pennine way is one of community, co-operation, self-help and resilience. Ever since the Rochdale Pioneers set up shop in 1844 to sell affordable basics like butter, sugar and flour, we have been proud to be the birthplace of a global co-operative moment, and I am proud to be the first Labour and Co-operative MP in our town’s history.

That sense of co-operation and community has been enhanced by the currents of migration that have flowed through our town as steadily as the River Roch itself. Scots, like my own Waugh clan, the Irish, Italians, Ukrainians, Poles, Pakistanis, Kashmiris, Bangladeshis, Nigerians—we even welcome the occasional Yorkshireman —have all staffed our factories and our NHS and created new family businesses. All are proud Rochdalians. Just as our town has shown real resilience in the face of economic downturns and Government cuts, our community cohesion has proved resilient, too—despite the provocations of extremists on all sides.

As well as radicalism and resilience, our town’s story is a story of renewal. Many of our mills have closed, but there is still a strong sense of industry, of hard work, of grafters, of entrepreneurs, of people who put something back into the town that raised them. There are people like Richard Tang, whose Zen Internet started as a small, home-based business, but is now a major network provider and our biggest private sector employer. There are people like Sir Peter Ogden, who founded Computacenter and this year invested millions into my beloved Rochdale AFC—up the Dale—in recognition of its role as a hub of our community.

From the brass bands of Milnrow to the rock and folk music of Feel Good festival, our arts are thriving too. Rochdale sixth-form college is one of the highest achieving in the country. Our armed forces veterans support groups are superb. Springhill hospice is a beacon of excellence, and the Oasis ward at Rochdale infirmary is a national model in dementia care.

My own journey from Rochdale to this place was made possible only by an enabling state: a fantastic teacher, John Williams, who spotted the potential in me and my twin brother, Mark; a council house that gave me the stability and affordability that many families sadly lack today; and free school meals that meant we could focus on learning, not earning. As a former chairman of the Lobby, it would be remiss of me not to also mention the role that my parliamentary journalism has played in propelling me on to these Benches—and I would like to dispel the vicious rumour that the main reason I stood for Parliament was to guarantee five more years of jerk chicken.

The phrase “Westminster village” is often used as an insult, but this place really is a village, in the best sense of the word: a community of more than 3,000 people from all walks of life, making sure that this is an open and accessible people’s House, not the preserve of an elite. For 26 years, I have had the pleasure of working in this building, with its fabulous canteen staff like Betty, Rita, Daphne, Terry and Godfrey, the Doorkeepers like Adrian, the security staff like Saeed, the many Clerks and officials, and of course, the police. I will never forget the day when we lost our own “village policeman”, PC Keith Palmer, in the terror attack of 2017. It has been my pleasure to work with my Lobby colleagues and with MPs of all parties, and I would like to reassure all the Tory leadership contenders: don’t worry, your secrets are safe with me.

Politicians and journalists have more in common than either would like to admit. At their best, both are honourable trades—and they are trades; they are not professions—but the big difference between us is the difference between criticism and action, between commentary and doing. In the end, I could no longer just write about the appalling state of our public services; I wanted to do something about it. I wanted to do something about the NHS workers like my wife, who came home every night exhausted by a sheer lack of staff. I wanted to do something about all those working-class kids like me whose destinies are still too often determined by their postcode, not by their potential.

I also wanted to do something about this misinformation age that we live in, and to combat the rise of extremism that disfigures too much of our discourse. It was Stanley Baldwin who denounced the newspaper barons for wanting power without responsibility; today, too many social media companies have exactly that. This summer’s spread of online hate and falsehood is a challenge to which this Government will have to rise, just as they rose to the challenge of cracking down on the thugs who attacked our communities and our brave police officers. Tackling online publishers—that is what they are: publishers, not platforms—may sound radical, but in reality radicalism is often just common sense ahead of its time, a reminder that all our rights are hard won. What could be more commonsensical than demanding that the vote be given to the working classes and to women, more than 100 years ago? What could be more commonsensical than this railways Bill, giving the public control over the services that spend billions of pounds of their own money? What could be more commonsensical than tackling climate change or giving towns like Rochdale more control over their own future—towns that do not want a handout, but deserve a fairer share of the national resource?

The Pennines are famously the backbone of England, but the people of Rochdale are the backbone of England too. Common-sense radicalism, resilience and renewal—those are the watchwords of my home town, of this country and of this Government, and I will do my utmost to live up to them.

I call Charlie Dewhirst to make his maiden speech.

Thank you, Madam Chair, for allowing me to catch your eye during this very important debate. I congratulate the hon. Member for Rochdale (Paul Waugh) on a really excellent maiden speech, and I hope that I can match the very high bar that has been set by hon. Members in all parts of the House so far today.

I start by paying tribute to my predecessor, Sir Greg Knight. I am very fortunate to be following him; he was a very well-liked and respected Member of this House. His parliamentary career spanned five decades, and he served as a Minister in the Governments of Thatcher, Major and Cameron. He was first the Member for Derby North, from 1983 to 1997, and excelled in the roles of Deputy Chief Whip and Minister for Industry. He then returned to this place in 2001 for the then constituency of East Yorkshire, which has now become Bridlington and The Wolds, and was re-elected on five separate occasions until his retirement this year.

Sir Greg served for a second stint in the Whips Office during the coalition years and worked tirelessly behind the scenes on many of Parliament’s less fashionable Committees. I will always aspire to match his dedication and integrity in public life, but there is one area in which I will never be able to compete with him—that is, of course, the election campaign jingle. For any hon. Members who are unaware of his unique impact in this area, I wholeheartedly recommend a quick internet search after today’s debate. More seriously, Sir Greg was rightly rewarded with a knighthood for his service to this place, and I place on record my thanks for his support and friendship in recent months. I wish both him and Lady Janet a very happy and well-deserved retirement.

I now have the unbelievable privilege of representing my home constituency of Bridlington and The Wolds, and it is truly the greatest honour of my life. I am sure you will agree, Madam Chair, that there is no finer county than Yorkshire, and nowhere showcases it better than the East Riding—from the stunning cliffs and world-famous seabird colony at Bempton and Flamborough Head to the golden, sandy beaches stretching from Bridlington to Hornsea and the rolling hills and picture-book villages of the Wolds.

Each of the four towns in the constituency has its own unique appeal. Bridlington is the largest shellfish landing port in the UK and the lobster capital of Europe. It attracts millions of visitors every year and is home to many thousands of people who have retired to the area, and I will always fiercely defend our local pensioners. Driffield, my home town, is the capital of the Wolds—or capital of the world, as I thought it said on the road sign as a child—and home to one of the largest one-day agricultural shows in the country. Hornsea boasts not only a beautiful coastline but the largest freshwater lake in Yorkshire, and Market Weighton was once home to William Bradley, who is believed to be the tallest person ever to have lived in this country at 7 foot 9 inches tall, and to whom the town pays tribute every year on Giant Bradley Day. I do not wish to test your patience, Madam Chair, by singing the praises of all the many villages and hamlets across my constituency, but it would be remiss of me not to mention Nafferton, where I grew up, and Wansford, where I now live. Both are home to excellent local pubs; if you do find yourself in the area, I would be delighted to buy you a drink.

I hope to repay the faith placed in me by the electorate with hard work and diligence. I want to improve access to local health services, increase transport links, ensure access to high-speed broadband for all and address the historical funding formula in education that disadvantages children in rural local authority areas. I am one of the few Members who can claim to represent more pigs than people. Agriculture, fishing and tourism are the foundations of our local economy. If I can make our beautiful corner of Yorkshire a better place to live and work before I depart this place, I will, I hope, have done some good.

I call Paul Davies to make his maiden speech.

I express my gratitude to you, Ms Cummins, for the chance to address the House for the first time. I congratulate all hon. Members who have delivered their maiden speech in recent days. Their eloquence serves as testament to the remarkable talent in this House, and I am honoured to be counted among them. I eagerly anticipate their contributions to future debates in the years ahead. I also pay tribute to my immediate predecessor, Jason McCartney, who has demonstrated over the past four and a half years a real passion for improving the lives of many people in the constituency.

Today, we discuss the Passenger Railway Services (Public Ownership) Bill. For my constituents, the change cannot come soon enough. The Bill will be a cornerstone in kick-starting economic growth, unlocking opportunities across the country—especially in Colne Valley—and accelerating us towards net zero.

We are all shaped in many ways by our upbringing. My commitment to community was deeply influenced by growing up in south Wales. My parents quietly volunteered to drive stroke survivors to the aptly named stroke club, which provided essential respite. For them, it was not charity; it was just something you did. Working in the mines taught me the value of collective support. Miners watched out for each other; their safety depended on it. That sense of community cohesion contributed to proud and resilient communities that shaped our nation’s success. We must reignite those bonds through community wealth-building initiatives, and by retaining wealth in local communities. That transformation, inspired by the co-operative movement, is pivotal. Born in Wales and shaped by the Labour movement, I found purpose through education and global experiences during my professional career. Now, just a few years later, I stand before the Committee as the newly elected Member for Colne Valley. It is an immense honour, and I am genuinely humbled that the people of Colne Valley and Lindley have placed their trust in me.

The Colne Valley constituency embodies the community values instilled in me during my Welsh upbringing, values that are evident in its vibrant villages and urban centres—Meltham, Lindley, Linthwaite, Slaithwaite, Marsden, Golcar, Honley and Holmfirth—where community ecosystems thrive and people look out for each other through various community groups. There are festivals and shows, such as the Holmfirth arts festival, the Honley show, Lindley street festival, Marsden jazz festival and Golcar lily day, and everybody is welcome to contribute, participate, or simply enjoy themselves. There are sports clubs, such as Honley cricket club, Wooldale Wanderers football club and Holmfirth bowling club, that are woven into the fabric of our constituency. Of course, there are the local businesses that serve and employ our community members, including the Picturedrome in Holmfirth, Coopers Yard, Beauty and the Barista, Read, Trojan plastics, and many others. We should not forget the community support groups, such as Crossroads in Meltham and the Holmfirth food bank.

Much of the above only came about due to individual sacrifices and an unwavering belief in our communities. Developing a strong community spirit is an ongoing effort. It is not something that you simply bottle. It is a living, often delicate entity that requires nurturing and protection. External support is crucial to put in place the foundational elements. For example, we need to empower people through safe, secure, affordable homes and decent jobs. Those foundations allow individuals to contribute more broadly to their communities. In Colne Valley and Lindley, a palpable community spirit thrives—a spirit you can almost touch. That vitality is evident through numerous community groups, from EcoHolmes, which focuses on building affordable homes, to Holmfirth Tech, which provides community spaces, as well as the Full Life food bank and various faith-based organisations. That is why, 15 years ago, Leah and our two daughters chose to make this area our home. It is why, every single day, we appreciate how lucky we are to live in such an amazing place with such amazing people. Of course, I have to mention the excellent beer, which does help.

However, as I suggested earlier, focusing beyond our immediate needs can be challenging when we are tired, lonely, hungry, distracted, or simply busy. Too many of our people are in that position; they find it impossible to get off the treadmill of looking to make ends meet. As the Member for Colne Valley, I aspire to be a voice for those who struggle to be heard amid the pressures of the cost of living challenges they face. I aim to be a calm, consistent advocate for all, emphasising the strength that comes from unity, and a voice that celebrates the selflessness of those whose altruism forms the bedrock of a healthy society. However, I also recognise the importance of being a strong, resilient voice, one that calls for better and more effective ways of building and retaining wealth in our communities to benefit everyone. My values stem from the collective, and my unwavering commitment lies with my community. Those are the values and principles I will carry with me every day as I go to work in this place for the people of Colne Valley.

I call Calum Miller to make his maiden speech.

It is an honour to be called to give my maiden speech, Ms Cummins. I start by thanking the hon. Member for Colne Valley (Paul Davies) for his speech. He spoke about a spirit in his community that you could touch; he has a pride in his community that we can feel, and can almost touch as well. He spoke about the selflessness of service to the community, a point echoed in excellent speeches given today by the hon. Members for Sheffield Central (Abtisam Mohamed), for Shrewsbury (Julia Buckley), for Lagan Valley (Sorcha Eastwood), for Rochdale (Paul Waugh), and for Bridlington and The Wolds (Charlie Dewhirst). It is my honour to speak in their company.

Convention requires that I say a few words about my predecessor, and I have been advised that, despite political differences, these should be complimentary and civil. I have tried, but the best that I can say is that the views of the last MP for Woodstock belong to a different time—which is quite understandable, since Lord Randolph Churchill held it until the parliamentary borough of Woodstock was abolished in 1885. For over a century, Woodstock disappeared from the constituency names in this House. Meanwhile, the town of Bicester has never previously been named in a constituency. Bicester and Woodstock is a fusion of four previous constituencies. I therefore have no immediate predecessor to refer to, but I want to thank Robert Courts, John Howell, my hon. Friend the Member for Oxford West and Abingdon (Layla Moran) and Victoria Prentis for their service to the communities in my constituency. Like any new Member, I am eager to learn from how others have done things, so I am grateful to have such a diversity of approaches to draw on.

I was fortunate to be called on to ask a question in the first Prime Minister’s Question Time of this Parliament. I spoke then about the River Evenlode, but I could equally have referred to the Rivers Cherwell, Dorn, Glyme or Ray. Each cuts a path through my constituency and each has to carry its unfair share of pollutants from Thames Water’s sewage spills. Tackling the pollution of our rivers and waterways was a common concern among my constituents during the election campaign, and I welcome the Prime Minister’s undertaking to work across parties to address this scandal.

Alongside our waterways, the railways are significant features of my constituency. We have no fewer than seven stations. To address the subject of this afternoon’s debate, at each you will find passengers keen to see improvements. The travellers through Bicester North bemoan the age of the rolling stock, which breaks down far too often, and the shortened trains with their inadequate seating. Constituents near Bicester Village are deeply concerned about the future closure of the London Road level crossing, which would cut off those living in south-east Bicester from the rest of the town. I hope the Rail Minister, to whom I have written, will respond positively to my request to ensure that East West Rail brings forward sufficient funding for alternative crossings for all users.

Another feature of my constituency is the rapid proposed growth of towns and villages, under plans adopted by the last Government and supported by Conservative local councils in 2017. Bicester has already seen tremendous growth. A similar scale of development is planned for Eynsham and the wider Kidlington area, including Begbroke and Yarnton. As this Government prepare for an increase in housing provision, the lessons from areas like those in my constituency must be learned.

My constituents understand the need for more homes for local residents, and especially for those who cannot access social housing, but they want to know that sufficient infrastructure will accompany new homes. I am talking about not just improvements to the hard engineering for travel, grid connections, sewage and other utilities, but also the social infrastructure of schools, GP surgeries, dispensing chemists and NHS dentists, as well as community, youth and sports centres. We must make sure that these services are funded and delivered before new homes are released.

I have lived in the constituency for over 12 years, and my wife and I have raised our four children there. They attend local schools and are active in local sports clubs. Long before I ran for this election, they ensured that I knew the future constituency well by dragging me to most of the sports grounds and sports halls that it contains. I owe my place to the many voters who put me here, but I would not be here without the steadfast support of my family, and I am so pleased that they are here today. For some, that support has come with encouragement; for others, it comes with occasional embarrassment about my endeavours. But from all, it has come with love, affection, and a willingness to keep me grounded through the occasional well-deserved put-down. I am truly grateful to them and hope that they know how much I appreciate their support.

My constituency contains a vibrant mix of communities beyond its two towns. Famously, Kidlington contends to be the largest village in England, with its population of over 13,000. When the parish council suggested in 1987 that it was a town, irate residents forced it to back down and reinstate village status. That does not, however, explain why groups of Chinese Harry Potter fans were spotted taking photos outside suburban homes in the village in 2016. Despite extensive searches, I never found the Dursleys of Privet Drive on the electoral roll.

One of the greatest pleasures of representing this area is travelling across its stunning countryside and discovering the passion for history, environment and community that burns in each town and village. I cannot do justice to that diversity today, but I say thank you to the thousands of constituents who contribute to their communities as town and parish councillors, school governors, village fête organisers, wildlife champions, Royal British Legion fundraisers, youth sports coaches, or food bank collectors, and in many other roles besides. Every week, as I visit organisations in the constituency, I am inspired by the selfless actions of those who put community first and build stronger relationships, one freely given hour at a time.

It is that sense of community and of what we can do for each other that brought me here today. From volunteering as a school governor, I came to see how both the setting and implementation of national policy had deep local impacts. I became a county councillor in 2021 and saw up close how local government has been hollowed out by national funding decisions that respected neither the role that local authorities play in delivering critical services, nor the unique insights they hold at local level about the needs of their residents. Those experiences put me on the path towards standing for election, and it is a huge honour now to be a Member of this House. I hope that during my time here I can serve my community with the same selflessness and energy shown by so many of my constituents.

I call Graeme Downie to make his maiden speech.

Thank you, Madam Chair. I am delighted to make my maiden speech today as the first MP for the new constituency of Dunfermline and Dollar. It is a privilege to follow the hon. Member for Bicester and Woodstock (Calum Miller), and I would like to congratulate all MPs who have made such fantastic and powerful maiden speeches this afternoon. With such a high turnover of MPs, the calibre of the speeches I have heard since the election should give everyone a sense of optimism about the future and what this Parliament can achieve.

I believe I must start my speech with a particular tribute, and so I shall. They are known for being colourful and preening, strutting around like they own the place, and expecting to be waited on hand and foot by a fantastic team of underpaid and overworked staff. They demand honours, and they disappear without permission whenever the mood takes them. In the past century, their names have included Andrew, Malcolm and Angus, and I am even told that some individuals have been found in bushes in a horrible state. No, these are not my honourable predecessors. They are not even Members of the other place. Instead, they are the names of just some of the peacocks that reside in the beautiful surroundings of the Pittencrieff Park in Dunfermline, and that only last week were awarded the freedom of the city.

I am sure that my immediate predecessors for the seats that now make up the constituency of Dunfermline and Dollar will not object to being upstaged by the peacocks, but I would like to place on record my thanks to both Douglas Chapman, the Member for Dunfermline and West Fife from 2015 until retiring prior to the election, and John Nicolson, the Member for Ochil and South Perthshire. Douglas and John worked hard on behalf of their constituents in the best and truest tradition of public service, and I wish them well.

I would also like to thank my immediate predecessor from the Labour party, Thomas Docherty. Thomas is still known by many in this House, and we should remain grateful to him for first proposing the idea of recalling MPs, although I suspect that gratitude is perhaps felt by me and some of my colleagues rather than by some of the Members opposite.

My “Aww, Dad” sense of humour is something I was accused of having long before I had children, and where better than a debate on railways to put some of that reputation to the test. So I will steam ahead with my remarks and do my utmost to stay on track, hoping to reach my destination on time and not come up against the buffers of your patience, Madam Chair.

I have never served in the armed forces, but I was raised in a family that did. Much of the sense of public service that I hope to bring to my contribution to this House is rooted in the values of the members of my family who have done so. My grandma, Margaret Delworth, was a plotter for the RAF during the battle of Britain, with the air raid sirens next to her playing a part in the deafness she suffered later in life. My grandpa served in the Royal Signals in campaigns in north Africa, Italy, including at Monte Cassino, and later with the UN in Korea. My parents, Jim and Cathy, were both members of the Royal Observer Corps—indeed, that was where they met—and I am very proud that they are in the Public Gallery today.

When I was six, my parents took what I now realise must have been an incredibly brave decision: to move our family to Berlin, where we lived on RAF Gatow for three and a half years. Many of my early memories are from there, and it has shaped the rest of my life: I played football with FC Westend, a German club based nearby; the death of Rudolf Hess was historic but meant I got a day off school; and the defection of a Soviet general saw my sister locked in the cellar of an air traffic control tower for hours—Helen has always been a very supportive older sister, but I would be lying if I said that there have not been times when I wished she had been left there just a little longer.

But it was an early November morning in 1989 that truly shaped my politics. I was woken at 2 am by my dad, who sat me down in front of a German TV channel and proclaimed, “This is history.” I watched as tens of thousands of people scaled the Berlin wall, heralding the beginning of the end of the cold war and moves towards a united Germany. The events of 1989 taught me that oppression is not, cannot and never will be either acceptable or effective, and neither should it be tolerated.

I want to take this opportunity to add to the sentiment across this House that the UK will stand with Ukraine for as long as it takes to fight the aggression of Vladimir Putin. He might hold the honorific of “president”, but a dictator is a dictator, as many before have warned from these Benches.

It is that history—that privilege of observing good triumphing—that makes me immensely proud to be serving the constituency of Dunfermline and Dollar. The area has a proud military history and, with the Royal Navy base HMS Caledonia, that continues to this day. The firth of Forth was a regular home to the grand fleet, and throughout the 20th and 21st centuries the ships and sailors that protected us then and continue today have called that part of west Fife their home.

This allows me to mention Rachel Squire, who some might remember was the Member of Parliament for Dunfermline and West Fife before her sad death in 2006. She led the successful battle to save the dockyard at Rosyth, which remains a vital and major asset to the local economy and our community. I visited the dockyard just last week to see the progress on the construction of the first two Type 31 frigates and was impressed by the talented and dedicated workforce who build and maintain the warships that keep our country safe. As the world continues to look to Britain for leadership and security, we must never forget the communities and workers who are the backbone of a deterrent and strength that so many depend on.

I am afraid I will now return to the bad puns as we ride the rails again from Rosyth to Dunfermline, Scotland’s ancient capital. Close to Pittencrieff Park and the preening peacocks we find Dunfermline abbey, the resting place of Scotland’s kings and queens, including Robert the Bruce, and the birthplace of Charles I. Close by is the birthplace of Andrew Carnegie, the great Scottish businessman and philanthropist, who valued and promoted industry, innovation and education with a global view of Scotland and the UK. His legacy of libraries and education is strongly felt in Dunfermline and around the world, and nowhere more so than in the United States, in institutions such as Carnegie Mellon University in Pittsburgh. However, a local historian told me that after Andrew’s death his widow employed a certain Mary Anne MacLeod as a domestic servant in her home in New York—answers on a red baseball cap for why I might not want to dwell on that connection too much.

As I continue my journey, poor rural transport sadly means that a replacement bus service is required as I take us to Dollar, a beautiful village at the foot of the Ochil hills. I held an excellent surgery there this weekend and I am very tempted to return this weekend for the village’s annual beer festival—I note that beer has been a theme in many of the maiden speeches we have heard since the election. Dollar is most famous for Dollar academy, and despite cordial disagreements over certain aspects of the Labour party manifesto, I am very grateful for the excellent work it does with the local community and schools in the area to share its learning and experience.

Travelling back towards Dunfermline, we will find the railway tracks once again. These tracks transported coal from the mines in nearby villages such as Oakley, Comrie, Valleyfield, Saline and Steelend, and were more recently used by the former Longannet coal power station near Kincardine. As the Member for a constituency with a proud history of mining, I was delighted to stand on a manifesto that will end the injustice of the mineworkers’ pension scheme.

At this point, I will mention just one more of my predecessors, Gordon Brown, who was elected as the Member for Dunfermline East in 1983. In preparing my speech today, I read his incredible first contribution to this House. I urge others to do the same, as it was a powerful speech focused on the need to tackle unemployment. With this new Labour Government investing in green jobs, manufacturing and infrastructure, we will have the opportunity to make the constituency of Dunfermline and Dollar and sites such as Longannet drivers of the Fife, Scottish and UK economies once again, tackling unemployment by establishing new industries and expertise that will help the global fight against climate change.

I began this speech by talking about the contribution of family and my optimism for the future, and I will begin winding up in the same vein. First, I want to take a moment to thank my wife, Jen. It is very simple: without her love and support, I would not be standing here today. We have heard about the importance of family in maiden speeches from Members from all parts of the House. All Members of this House will be aiming to make even the smallest contribution to creating a better community, a better country and a better world for our own families and future generations. I want my two daughters, Hannah and Eilidh, and all children, regardless of where and how they started their life, to be able to grow up in a world where the opportunity exists for their own aspirations and ambitions to be met, nurtured, supported and fulfilled. That is something we have heard powerfully in speeches this afternoon. As the Dunfermline-born author Iain Banks wrote,

“the future remains malleable and retains the possibility of change”.

Those are wise words that I will try to remember as I work across the House to create that better future.

I call Rebecca Smith to make her maiden speech.

It is a pleasure to follow the maiden speech of the hon. Member for Dunfermline and Dollar (Graeme Downie). I was especially interested in his recollections of the fall of the Berlin wall in 1989, which is also one of my early political memories, although I am obviously on the other side of the House as a result. I was interested in his reference to Monte Cassino, which might make sense later on in my speech.

I am incredibly grateful to the people of South West Devon, who put their trust in me on 4 July, electing me to serve them here in Parliament. Starting out in this place just a few short weeks ago, it was almost a quarter of a century to the day since I first set foot in Parliament. Forgive the cliché, but if someone had told the 18-year-old me, who was spending a week’s work experience with the MP for South West Devon, Sir Gary Streeter, that one day I would follow in his actual footsteps, I would not have believed them. Everybody I have met since entering this place who knew my predecessor tells me that I have big shoes to fill. For some, that might seem daunting. After all, he is a size 10 and I am a mere size 4. However, knowing Sir Gary as I do—in fact, having known him since we first met at a Kylie Minogue concert in 1991, where we both enjoyed her rendition of “The Loco-Motion”—I am honoured to follow in his footsteps and the legacy he has left.

After 32 years as a Member of Parliament, Sir Gary’s legacy is one of kindness, integrity and a deep commitment to the people of South West Devon. I know that there are Members on both sides of the House, past and present, who appreciated his wisdom over the years. It is something that he will tell you comes from his deep Christian faith. I am grateful that I still have access to that wisdom, given that he is now one of my constituents and that I also share his faith.

Unsurprisingly, although Sir Gary achieved a huge amount for our constituents, there are issues affecting South West Devon today; long-term battles that he fought and that remain in need of a victory. One such issue relates to our Great Western Railway line through Devon. Today’s debate therefore provides the perfect opportunity to commit myself to the fight for a better railway service to the far reaches of Devon and the south-west.

Following the devastating floods at Dawlish in 2014, the previous Government did much to safeguard the line through Devon. The sight of a railway track suspended in mid-air with nothing between it and the sea is not easily forgotten. I will therefore be campaigning cross-party alongside colleagues to see the new Government commit to completing the remedial works at Dawlish. They must also ensure that forthcoming HS2 works at Old Oak Common in London do not hamper the progress made on our journey times between London and the south-west. The main line through Devon does not just take holidaymakers to our beautiful counties; it is vital for those who live and work there too.

The west side of Plymouth is served effectively by several small stations, but to the east, in my constituency, there are very few options for train travel between Plymouth and Totnes, some 30 minutes away. Indeed, the current level of service makes a mockery of the existing “Park and ride by train” that is advertised as people drive down the A38. I will therefore continue to fight for CrossCountry trains—not just Great Western Railway services—to call at Ivybridge station. As the population of that town and of nearby Sherford grows, having adequate access to mainline train services closer than Plymouth, Totnes—or, in some cases, Tiverton Parkway—is essential.

To see the full economic benefits of the Plymouth and South Devon freeport, with its key sites at Langage and Sherford, we must see the delivery of a metro railway linking Plymouth with Tavistock and Ivybridge, including a stop in Plympton. That would also enhance connectivity for the Dartmoor villages, which are now a welcome part of South West Devon following the recent parliamentary boundary changes. The previous Government’s plan to reopen the line between Plymouth and Tavistock is critical to delivering that metro service. I therefore call on the new Government to push forward with that proposal and enable us to get the metro scheme off the ground.

I call Jen Craft to make her maiden speech.

I speak in support of amendment 20, tabled by my hon. Friend the Member for Bath (Wera Hobhouse), which would create an independent body to ensure that scrutiny and transparency are at the heart of the public service train operating contracts the Government propose to award. With the end of competitive tendering of franchise contracts, which historically, despite their flaws, have contributed to some improvements to cost control and passenger growth, it will at least ensure that quality and accountability are present in the process, and will be important. I welcome the Government’s desire to improve our railways, but it is important that there is accountability and to remember that public ownership and direction have historically caused problems as well as improvements. Although the majority of current train operating contracts are in the private sector, since the pandemic they have been subject to even more significant direction and sometimes micromanagement by the Government than before.

My journey into London today shows how the public versus private debate is not all that is needed to improve our railway. At Didcot Parkway this morning, only one out of three ticket offices was working and two out of four ticket windows were closed. That led me to miss train number one as a result of private sector problems, and I was prevented from catching the next couple of trains as a result of public sector problems, namely Network Rail signalling problems. Again, the ideology is less important than the delivery.

I agree with everything that my hon. Friend is saying, and I thank him for giving way. I just wanted to congratulate the hon. Member for Thurrock (Jen Craft) on her maiden speech. We should not forget that there are so many new Members. It was such a wonderful speech, and I wish the hon. Lady, and her daughter, all the best on her journey. I am sure that my hon. Friend will want to mention her speech at the end of his own.

My hon. Friend is absolutely correct, and I am sorry I omitted to do that earlier. The passion expressed by the hon. Member for Thurrock and her tribute to her constituency were very clear, and it was touching and moving to hear about her child and her family. I know that she will be a great champion for special educational needs and disabilities provision.

Let me end by saying that I hope the Government will extend their passion for public ownership to the investment in rail infrastructure that we in Oxfordshire need, and from which, as many other Members have said, the rest of the country will benefit.

I congratulate my hon. Friend the Member for Thurrock (Jen Craft) on her maiden speech. I am not sure I can compete with one that ranged from Essex girls to Elizabeth I, but I will do my best.

It is an incredible honour to stand here today as the newly elected Member of Parliament for Pendle and Clitheroe, where I grew up; the place that made me. As the Member for a significantly redrawn constituency, I want to begin by paying tribute to both my predecessors, Andrew Stephenson on the Pendle side and Nigel Evans on the Clitheroe side. Andrew Stephenson, most recently a Health Minister following a number of other Government roles, was a widely respected constituency MP who worked hard for Pendle for 14 years. Nigel Evans was a parliamentarian for 32 years who loved working in this place. He served as its Deputy Speaker in two spells, and brought great distinction to his role. I wish them both well for the future.

I also want to pay tribute to two of my Labour predecessors, Gordon Prentice and Sydney Silverman. Gordon was the Labour MP for Pendle from 1992 to 2010; he was a principled, independent-minded MP, whose work on “right to roam” legislation improved access to our countryside for all. Sydney Silverman, MP for the predecessor seat of Nelson and Colne for 33 years, stands as a true giant of parliamentary history for his leadership in the campaign to abolish capital punishment. It is an honour to follow in the footsteps of two men who fought so passionately for justice and human dignity.

Pendle and Clitheroe is an area that has a rich history, stunning natural beauty, and a strong sense of community spirit. From Barnoldswick, Barrowford, Clitheroe, Colne, Earby, Nelson, and Whalley to our villages that stretch to the edges of the Ribble Valley, the Pennines and the Yorkshire Dales, every part of the constituency has its own unique identity. At its centre stands Pendle Hill, a landmark that unites us, dominating the landscape on both sides of this new constituency. Pendle Hill is not just famous for its witch trials, though they often steal the spotlight. It has also been a source of inspiration for radicals and non-conformists who have left their mark on history. It was on Pendle Hill that George Fox experienced the vision that led to the founding of the Quakers.

We can also claim Katharine Bruce Glasier, a formidable Christian socialist and founding member of the Independent Labour party, who lived in Earby and championed the rights of working people. Then there is Selina Cooper, a hero of the suffrage movement, who emerged from working in the mills from the age of 12 to lead the charge for women’s rights.

Pendle was a powerhouse of the industrial revolution, driven by its iconic cotton mills, and the same grit and ingenuity that saw our mills thrive continues today in world-class engineering firms such as Hope Technology. Its track bikes, designed and manufactured in Barnoldswick, were ridden by Team GB to break a world record three times and secure a gold medal at this year’s Olympic games.

But while we celebrate our past and present achievements, we must face the challenges of today. Pendle has the highest rate of child poverty in the entire country, so I will be focused on the material needs of ordinary people in my constituency: reducing the cost of living, rebuilding our public services, revitalising our high streets and supporting our local businesses to create good, meaningful jobs. I will champion our local farmers so that we can boost food security and sustain the rural economy that forms an important part of my constituency.

I want to touch on my background as a former police inspector. We saw the best of British policing just a few weeks ago. In the face of violent disorder aimed directly at them, our officers showed great courage, professionalism and restraint. They worked long, hot shifts in full riot gear—many on their cancelled days off—with thousands of other officers redeployed at a moment’s notice to plug the gaps in day-to-day policing. I want to express my deepest gratitude to Lancashire police, and to thousands of my former colleagues nationwide, for their service to our country. Where others seem intent on undermining our police, I look forward to being an outspoken advocate for policing in Parliament.

The demands on policing have grown dramatically in recent decades, with increased reporting of domestic abuse, sexual offences and fraud, while policing has also felt the strain of other public services that have been run down and are not fit for purpose: the criminal justice system, mental health services and children’s care. As we rebuild our public services—and we will—we need to simplify the policing mission, which has become blurred and, frankly, too broad. Let us decide what we really want from our police, which means deciding what we do not want our police to do, and where policing stops and other public services are better placed to step in. If we can provide that clarity of purpose for our officers, we can create a better police service that is more focused on preventing and investigating crime.

I am delighted to be making my maiden speech during a debate on taking the railways into public ownership, and I commend my right hon. Friend the Transport Secretary for the speed with which she has set to work in her new office. But on the subject of speed, in my constituency, the Clitheroe to Manchester train takes an hour and 20 minutes to travel a mere 30 miles. The Colne to Preston train takes an hour and 15 minutes to travel just 25 miles. Both offer one diesel train per hour, and they are totally unreliable.

While public ownership is by no means a cure-all, this Bill is a crucial first step in creating a reliable, well-integrated railway that serves every part of our country. Regional inequality in our country is stark, and we need serious investment in infrastructure, such as by reinstating the short rail link between Colne in Lancashire and Skipton in Yorkshire, if we are to see small towns in the north of England thrive and prosper. I believe that public services should be in public ownership, and the railways are no different, so I am delighted to support this Bill.

In conclusion, let me finish by saying to every one of my constituents in Pendle and Clitheroe: whether you voted for me or not, I will be your champion. I will fight for you. It is my privilege to serve you.

I call David Smith to make his maiden speech.

Thank you, Madam Chair. It is a real honour and privilege to be able to make my maiden speech today, as the House debates the role of our railways. Before I continue, I must give credit to all those who have given their maiden speeches today. It is quite a daunting prospect to follow them all. I must comment on a few of the amazing journeys that have brought people here. I think of my hon. Friend the Member for Sheffield Central (Abtisam Mohamed) and the hon. Member for Lagan Valley (Sorcha Eastwood); it was quite inspiring to hear their stories. I must also comment on the speech of the hon. Member for South West Devon (Rebecca Smith), as we are mutual friends of Sir Gary Streeter. It must have been quite a sight to see him do the loco-motion all those years ago.

It is of special importance to me to talk in the debate today on the role of our railways. The east coast main line goes right through my constituency. In fact, I think about half of it does, because we are the third largest constituency in England, with stations in Morpeth, Alnmouth and Berwick. Today we are debating the Government’s plans, over time, to put the railways back into public ownership, or as some might say, into public service. That is really what I want to address today—the idea and ideals of public service. All of us are here to serve the public, but we can only serve here because of the people who have gone before us, the people who support us, and of course the people who vote for us. So first, my thanks must go to the people of North Northumberland, including those who voted Labour for the first time. Indeed, whether they voted for me or not, I will serve them to the best of my ability.

My thanks also go to my family—first and foremost my wife, daughter and son, who are my bedrock and whose patience with me is frankly astonishing, but also to the generations that have gone before. When I think about public service, I think of my grandparents’ world war two generation. We have already heard about Monte Cassino a couple of times. Well, my grandfather fought at Monte Cassino, El Alamein and elsewhere, and it would have been beyond his wildest dreams that his grandson would one day be standing here.

Speaking of those who have gone before in public service, I must recognise the great work of my predecessors as Members of Parliament for what is now North Northumberland. First, those two political peas in a pod, the right hon. former Member for Berwick-upon-Tweed, Anne-Marie Trevelyan, and my hon. Friend the former Member for Wansbeck, now the Member for Blyth and Ashington (Ian Lavery). As a former miner and engineer, my hon. Friend will have a great interest in the success of the railways, and he has also served his constituents with great distinction and tenacity for many years now. Anne-Marie Trevelyan’s public service included many significant roles in government, including Secretary of State for Transport, and I would like to thank her for her graciousness in the handover of the constituency casework. I must also mention Lord Beith. Although he retired from this place in 2015, he is still held in very high regard in Northumberland for his nearly 42 years of service. If I can earn just a small portion of the respect that he garnered, I will consider myself fortunate.

So now I pick up the baton, and I confess that one of the first things I checked, with a name as distinctive as my own, was whether I was the only David Smith MP elected on 4 July. Imagine my surprise and disappointment, then, when on the following day I received a congratulatory email from a Labour Member of Parliament called David Smith. Thankfully, that particular David Smith MP is a member of the Australian Parliament. I am, for now at least, the only David Smith in this place.

It is a convention for Members to try and mention every settlement in their constituency when giving their maiden speech. I have mentioned that mine is the third largest in England, so that may be a challenge. It is also traditional for Members of this place to make competing claims about how theirs is the most beautiful constituency in the land, so I am pleased to be able to put that debate to bed. Surely it is a certainty that the land of Bamburgh and Warkworth castles, of Druridge bay and Holy Island, of Rothbury, Wooler and the Cheviot hills and of the historic county towns of Berwick, Alnwick and Morpeth is the most beautiful in England. The number of Members who have holidayed in my constituency seems to confirm my conclusion. I am sure that those who have travelled on the east coast main line through my constituency, along our magnificent coastline, will agree.

I call Katrina Murray to make her maiden speech.

Thank you, Madam Chair, for calling me to speak in this debate on public ownership of the railways. As a lifelong trade unionist who has spent the last 20 years campaigning to bring public services back from the private sector, this issue is understandably close to my heart. I congratulate all the other Members who have made their maiden speech today. New Members from across the House have shown their passion and their reasons for being here. I very much appreciated the comments made by my hon. Friend the Member for North Northumberland (David Smith) for reasons that may become apparent.

It is a great honour to be the first Member of Parliament for the new constituency of Cumbernauld and Kirkintilloch. My thanks go to the people of the communities that make up the constituency for placing their trust in me. I pay tribute to my immediate predecessor, Stuart C. McDonald, who was MP for Cumbernauld, Kilsyth and Kirkintilloch East for the last nine years. It is appropriate that I am making my maiden speech as the ballot for private Members’ Bills takes place in the Lobby, because the progression into law of his private Member’s Bill, protecting the rights of parents of premature babies, shows that we can all make a difference when we work together in the House.

As Stuart C. McDonald said in his maiden speech, the former Member for Glasgow South was also called Stewart McDonald, and there continued to be significant confusion. Many Members may not be aware—well, the hon. Member for Mid Dunbartonshire (Susan Murray) will know—that there is a further complicating factor locally, in that East Dunbartonshire council’s Kirkintilloch East and North and Twechar ward is very ably represented by Councillor Stewart MacDonald. I thank all of them for the commitment that they have shown to their communities.

I wish to thank a further predecessor, Rosemary McKenna. She served initially as Member for Cumbernauld and Kilsyth, then as Member for Cumbernauld, Kilsyth and Kirkintilloch East, from 1997 to 2010. When I was a young woman activist in the Scottish Labour party, Rosemary was one of the big influences on me that eventually brought me to this place. She was one of the people who sat me down and said, “Maybe you should think about standing.”

The new constituency of Cumbernauld and Kirkintilloch runs from the boundary of Glasgow in Millerston to the boundary with Falkirk at Castlecary, and is bisected by the M80 motorway. It is served by Croy station on the main Glasgow to Edinburgh express railway line, with Stepps, Greenfaulds and Cumbernauld being on the local line from Glasgow. Rail services are vital in a constituency where people travel to work.

Cumbernauld was designated a new town in 1955, but it has a very rich history. It includes Cumbernauld village and its weavers, and Condorrat, and the rich farmland between the Campsie hills to the north and the Luggie water to the south. There have been settlements there since before Roman times. The northern boundary of Roman Britain, the Antonine wall, runs through the constituency. The Bar Hill fort, garrisoned by people from across ancient Europe and the middle east, which was established to protect the wall, is still accessible from Twechar.

Evidence of the mining history of the constituency remains strong. There is the Kilsyth Victoria cottage hospital, one of the places in the constituency where I first went to work; the remnants of the miners’ rows, which are now farm outhouses; and the vast swathes of new housing built on former colliery land in Cardowan, Chryston, Kilsyth and Twechar.

It would take a far braver woman than me to make comments about football in the weeks leading up to or following an Old Firm game. Cumbernauld’s most famous outing on film was in the 1980s Bill Forsyth classic, “Gregory’s Girl”. For those who are not familiar with the film, it centres around a school football team who experience a significant improvement in form when one of the girls, Dorothy, turns up for the trials and subsequently plays up front as a striker. This film is a firm Murray family favourite. Our house was burgled when I was quite young, and the younger members of the Murray family were probably more upset that the “Gregory’s Girl” video was in the recorder that had been stolen, so it is poetic that one of Scotland’s biggest women’s teams, Rangers Women, play all their home matches at Broadwood in Cumbernauld. I am sure that I can pass on the best wishes of probably most in this House for when the team faces Arsenal’s women’s team in the semi-finals of the first qualifying round of the champions league tomorrow.

As I have said, one of the big selling points of the constituency is its connectivity to Scotland’s central-belt cities. If there is to be that connectivity, we need a proper, integrated public transport system, based on public need, rather than on the most profitable routes. No matter which part of the constituency I am in, what people want to talk to me about most is public transport—whether it is an amended railway timetable that means that there are no services after 10 am on a Sunday, or a bus service that gets cancelled because there is no cover to allow the driver to take a break. During the summer holidays, the youth group at Twechar Healthy Living and Enterprise Centre planned a day trip to Millport using the bus service. It involved multiple buses and ferries, but it required phoning around to get lifts back to the village for the last leg of the journey, as the Twechar bus stopped running at 5 pm.

Like most of us, I have spent more time than is healthy considering the basis of my politics and values. One benefit of making my speech later on is that I have been able to listen to the maiden speeches of so many other Members. When the hon. Member for Dumfries and Galloway (John Cooper) made his maiden speech, he spoke about Galloway dairy farms, which was important to me because I immediately thought of my grandmother. She grew up on one of those farms. The oldest daughter of the dairyman, she was bright; she passed her 11-plus and was entitled to a place at the grammar school. But in the 1920s, dairymen’s daughters did not go to grammar schools, certainly not if they were the eldest and they had six younger siblings. She never forgot that, and among her children, grandchildren and great-grandchildren there was an expectation that we would take all the educational chances open to us, and fight for them when they were not obvious. We were expected to “stick in” at school, go to university and, when we had got our qualification, embrace a life of service.

I am proud to come from a family of teachers, doctors, civil servants, health workers, school staff and social care staff. I am also proud of the fact that my parents are here today. We were supported in challenging things that were not fair and standing up for ourselves. It is probably no surprise that I ended up a trade unionist in the health service, fighting for public services and never shutting up.

For the whole of my working life, I have worked in partnerships and tried to build alliances between workers, and between communities. Many of the communities of Cumbernauld and Kirkintilloch are at a point of transition. It is in a spirit of partnership and alliance that I will work to strengthen the bonds that bind our people together. I will work in this place, and in Cumbernauld and Kirkintilloch, to confront the challenges that we face around those points of transition, and to ensure that it is what unites us that guides us. This afternoon, we have heard from across the House all the points that unite us. Let us focus not on difference, but on areas of agreement, because we cross paths far more often than we cross swords.

I call David Pinto-Duschinsky to make his maiden speech.

I wish to start by thanking my hon. Friend the Member for Cumbernauld and Kirkintilloch (Katrina Murray) on her witty and passionate speech. Her commitment to public service and her drive to improve the lives of her constituents shine through. I would also like to compliment all those who have given their maiden speech today. The standard has been exceptional. What an honour it is to speak after so many inspiring colleagues, and what an honour it is to give my first speech in this Chamber during a debate on the future of our railways. So many of my constituents depend on Mill Hill Broadway and Hendon stations, and this Bill, bringing the railways back into public ownership, placing passengers at the heart of our rail system and ensuring value for money for the taxpayer, will make a real difference to them. Getting the management of our railways and the numbers underpinning them on a sound footing is crucial.

I call Rachel Taylor to make her maiden speech.

It is an honour to follow my hon. Friend the Member for Hendon (David Pinto-Duschinsky), particularly after his eloquent speech, talking without hesitation about his history, his ancestors and the struggles that he has faced—thank you.

It is a great honour to make this speech during the debate on the Passenger Railway Services (Public Ownership) Bill. The Bill is important to me and my constituents, who face many years of disruption and confusion because our trains and stations are operated by different companies. It will bring our trains back under the control of the public sector, generate investment in our stations, and make it easier for constituents like mine to book travel and tickets. Hopefully, it means that our rail services will be made truly accessible for disabled passengers, with support and help always guaranteed.

I pay tribute to my predecessor, Craig Tracey, who was hard-working and served our constituency well. He did important work for breast cancer awareness and raised questions in Parliament on issues that matter to our constituents. He was supportive of local events. I am sure that constituents and Members of this House will join me in thanking Craig for his work and wishing him and his family all the best for the future.

I also pay tribute to my friend Mike O’Brien, who was the Labour MP for North Warwickshire between 1992 and 2010. While in Parliament, Mike held numerous ministerial positions. He was on the Home Affairs Committee that helped to increase the number of refuges for victims of domestic violence. As Minister of State for Pensions, he worked on the Pensions Act 2008, which improved working peoples’ pensions. As Minister of State for Health Services, he negotiated compensation for victims of thalidomide. I appreciated his help and guidance during my campaign. He was well loved by his constituents, and I hope to live up to his legacy.

I have always been someone who gets stuck in to change things that need changing and speak up against injustice. That started from a young age, growing up in North Warwickshire, where I campaigned for girls to be able to wear trousers at my school. I credit that attitude to my parents. My dad’s family could not afford for him to stay on at school, so he left to become a trainee mining surveyor, and went on to do qualifications throughout his working life. He became one of the youngest magistrates in the country, worked in urban renewal in Birmingham, and, in his spare time, drew plans to help individuals and community groups to secure planning permissions. He also paid for our many summer holidays. My mum worked as a registrar for births, deaths and marriages, and was the local parish council clerk, but still found the time to make most of my clothes. I thank them both for being here with us today, along with my partner, Dawn, who was a great support throughout my campaign—thank you.

My parents were both driven by a desire to do their best for their family. They instilled those values of public service and hard work in me, and supported me and my brother to follow our passions. I went to my local comprehensive school, which has evolved to become what is now the Queen Elizabeth academy. That school has made great strides to improve attendance and results, but it still struggles with inadequate facilities.

I worked as a tennis umpire at Wimbledon for 10 years, and I have watched in recent years as grassroots tennis has flourished and become more inclusive, particularly at my local club in Coleshill. That is part of the legacy of Sir Andy Murray and the valuable work of the Lawn Tennis Association. I remember trying my hand, as an umpire, at wheelchair tennis—the professionals make it look so much easier than it is. It was wonderful to see Lucy Shuker bearing the flag for Team GB at the Paralympics, and to see British players doing so well at the US Open. Even in my 50s, I was honoured to play tennis for my county of Warwickshire.

Now, I can reflect on how much sport and drama have contributed to my life and the lives of those I have met through those activities. For me, sport and drama were drivers of social mobility, and they help to give confidence and aspiration to so many young people, breaking down barriers to opportunity. That is why I will work hard to ensure that young people gain access to activities and local facilities that have sadly been lost across the country.

I went to university in Leeds in the mid-1980s, in the midst of the Thatcher Government’s attack on working people and the divisive dialogue that made it a frightening time to come out as gay. In 1988, this place passed into law section 28 of the Local Government Act 1988, banning schools from telling young people that it was okay to be gay, so that a generation of young people were frightened, bullied and held back. I played my part in the protests against section 28, and I was proud that the last Labour Government did so much to improve rights for our community.

Research by the Campaign Against Censorship, which was reported by Stonewall this August, shows that, even in this day and age, LGBT books are being removed from school libraries after complaints. Last week, the TUC reported the shocking news that over half of LGBT workers have experienced bullying, harassment or discrimination at work. It is important to take stock and recognise the great strides that we have made towards equality, as well as the important strides that the new Labour Government will make, including the vital ban on conversion therapy and the commitment to ensuring that young trans people receive high-quality healthcare. I want to assure my constituents and LGBT people across the country that I will work hard to protect the important gains we have made and to tackle the over-simplistic and often hateful discourse that we hear about trans people, just as I campaigned against section 28 almost 40 years ago.

It is an honour to serve under your chairmanship, Madam Chair. I thank hon. Members of all parties for their amendments, and for their considered contributions. I commend those Members who have delivered some fabulous maiden speeches today, with such quality, passion and dedication to serve, and a love for their communities. It makes me really proud to be a Member of this House, and I am certain that the memory of delivering their maiden speeches will live with them forever.

I will begin with amendments 18 and 8 to 12, tabled by the hon. Member for Faversham and Mid Kent (Helen Whately). These relate to monitoring, reporting and scrutinising the impacts of public ownership and the effectiveness of train operators. Amendment 18 would require the publication of two reports. The first would outline the anticipated impact of public ownership. That would simply duplicate the impact assessment published earlier this year, and therefore would be redundant. The second report would assess the actual impact of public ownership, some years after implementation. A wide variety of data is already routinely published about both public and private sector train operators’ performance. That includes reliability, punctuality, service quality, customer complaints and financial performance among other measures. The Bill does not change any of that and there is no need to wait five years to consider whether train operators’ performance is improving.

Amendment 9 would require the Secretary of State to procure independent reports about the costs of the contracts awarded to public sector operators. The Department already publishes information on payments made to operators, whether private or public. There is therefore no need for the taxpayer to fund a separate body to report the same data. Nevertheless, the hon. Lady is entirely right to take an interest in the cost of these contracts. In that spirit, I would gently remind her that ending the taxpayer funding of private profits will result in an immediate and enduring reduction in these costs.

Amendment 9 also raises the specific question of whether public ownership will expose the Government to liabilities that have previously sat with private operators. Under the current national rail contracts, the Government fund the costs legitimately incurred by train operating companies. That includes, for example, the net operational cost of running services and the cost of meeting pension liabilities. Prior to the pandemic, franchised operators bore some cost risk, but were protected by the taxpayer against, among other things, inflation and, in more recent contracts, risk on movements in pension deficit recovery payments. The franchising system meant that bidders simply priced any change in liabilities into their bids, meaning that the taxpayer was exposed to liabilities in the long term. Public ownership therefore does not materially change the Government’s exposure to liabilities in the long run.

Amendment 10 would require the annual reporting to Parliament on various aspects of the performance of public sector operators, and amendment 12 would require an independent report on the impact of public ownership on the performance and efficiency of the UK rail network. Again, data is already published on a wide variety of aspects of train operator performance, including by the Office of Rail and Road in its role as a regulator. The Bill does not change that. The Office of Rail and Road also provides independent scrutiny of the performance and effectiveness of Network Rail, enforcing compliance with its licences and conducting five-yearly reviews that set its funding and what must be delivered with that funding.

Amendments 8 and 11 look to require independent monitoring of the financial and operational performance of public sector train operators. The Department holds train operating companies to account for their financial management through regular reviews of their management accounts and business plans. That applies to both public and privately owned operators. In addition, in England publicly owned operators are overseen by DFT OLR Holdings Ltd, known as DOHL. As a holding company owned by the Secretary of State, DOHL is experienced in reviewing and monitoring the financial arrangements of the companies it manages, and contrary to what the hon. Lady said, it is building its capacity in readiness to take over more services. At the same time, public ownership will reduce the other contract management costs, because there will no longer be the same commercial tension of the taxpayer interacting with private profit. Amendment 8 refers specifically to the auditing of publicly owned train operating companies’ accounts. It is already the case that DOHL and the operators it oversees must publish their audited accounts annually.

Turning to amendment 11, train operators are already monitored under their existing contracts against targets for punctuality, reliability and service quality. They are also held to account for managing within pre-set cost budget limits each financial year. Driving up operators’ performance in those areas is vital, and the Government will continue to review train operator performance regularly in those and other areas. This has been an early priority for my right hon. Friend the Secretary of State. For example, in her first weeks in office, Ministers held meetings with the managing directors of Avanti West Coast, TransPennine Express and their Network Rail counterparts to set clear expectations for immediate improvement. In parallel with these arrangements, the Government are developing detailed proposals for holding the future Great British Railways to account for performance. This will form part of the broader package of reform that we will set out in the forthcoming railways Bill. We expect these arrangements will be in place long before the five-year reviews proposed in a number of amendments tabled.

Amendment 11 also refers to performance improvement plans. Mechanisms to require improvement plans are already a feature of the Government’s contracts with both public and private sector operators. The Secretary of State has recently put in place formal remedial plans with CrossCountry in view of its unacceptable levels of cancellations and service reductions. Finally, amendment 11 raises the question of senior management remuneration when performance is poor. This matter can be considered when remedial plans are being put in place, taking account of the circumstances in each case.

Amendment 19, also tabled by the hon. Lady, and amendment 20, from the hon. Member for Bath (Wera Hobhouse), both propose additional procedural steps to be followed before a contract is awarded to a public sector operator. Amendment 19 would require the Office of Rail and Road to publish an opinion on the practicability of transferring services to each public sector operator. Clearly it is vital that services are transferred to public ownership smoothly, without detriment to the quality of service during the transition. For that reason, the transfer of services will take place using a well-established arrangement and process. DOHL has significant experience of managing the transition of services from private to public operation in recent years.

Will the hon. Gentleman give way?

I will not give way to the hon. Lady, as she has had plenty of time to put her case.

Those transfers of services have been completed successfully and smoothly despite the challenging timescales and circumstances, which have included financial failure and poor operator performance. We have also made it clear that we will transfer services on a phased basis as existing contracts expire over the next few years. This is a measured, responsible approach that will further de-risk the process. The Bill does not alter the ORR’s role in granting operators’ licences and issuing their safety certificates; in that role the ORR already independently assesses the suitability and readiness of any operator, public or private, to take over services and operate them safely. In light of those safeguards the Government do not see the need to commission further analysis from the ORR, as amendment 19 proposes.

On amendment 20, the Department for Transport has already awarded multiple contracts to publicly owned operators and has considerable experience of managing them in practice, taking legal, financial and technical advice as needed. We consider a new independent advisory body to be an unnecessary additional step that would add cost and risk delaying progress. I can assure the hon. Member for Faversham and Mid Kent that the Department for Transport is conducting a full review of the standard terms of service contracts entered into with public sector operators, reflecting the fact that public sector operation is to be the Government’s long-term approach, not just a temporary measure of last resort.

On amendments 13 and 14, the Government do not consider it appropriate to spell out such specific contractual requirements in primary legislation, which would risk constraining future flexibility to adapt operators’ contractual obligations to suit changing circumstances. On amendment 13 specifically, it would not be efficient for the taxpayer to require up to 14 different operators in England, plus those in Scotland and Wales, to each pursue its own separate wide-ranging innovation strategy. Indeed, a key purpose of our wider reform plans is to drive a much more coherent cross-industry approach in such areas. On amendment 14, I question why the four groups identified, while clearly of course very important, should be singled out for a specific mention when there are many other relevant considerations to take into account in service design, including the interests of the taxpayer, freight users, people with disabilities and residents of urban areas to name just a few. The list could be endless, and the important point is that decisions about future service levels should take into account all relevant considerations.

Amendment 1, tabled by my hon. Friend the Member for Blackley and Middleton South (Graham Stringer), would remove the power of the Secretary of State to continue existing franchises. I am happy to reassure my hon. Friend that this provision is included in the Bill as a contingency measure only. It exists in case a short continuation is needed to ensure that services transfer to public ownership smoothly and without disruption to passengers. It is intended to be used only in exceptional circumstances and only for so long as necessary to ensure the smooth transfer. It will be available to the Secretary of State only when

“it will not be reasonably practicable”

for a transfer to proceed. Any continuation would be limited by procurement regulations to a maximum of two years in duration, but in practice we would expect the period to be much shorter. The power is clearly transitional in nature; once services are transferred to the public sector it will no longer be relevant, and clause 2 therefore gives us the power to repeal it in its entirety. This is a sensible, pragmatic precaution that exists simply to smooth the transition to public ownership and protect the travelling public from disruption. I hope that explanation offers my hon. Friend some reassurance.

I move now to amendment 6, tabled by the hon. Member for Moray West, Nairn and Strathspey (Graham Leadbitter). The Bill does not affect the provision of rolling stock. It would not be responsible or affordable for the Government to take on the cost of renationalising billions of pounds-worth of rolling stock when there are so many other urgent pressures on the public purse. However, public ownership will open the door for a much more coherent approach to planning the longer-term rolling stock needs of the whole industry. Once Great British Railways is established, planning the provision of rolling stock across the network will be one of many areas where a single directing mind for the railway will add real value.

We will develop a long-term industrial strategy for rolling stock that supports manufacturing, innovation and interoperability and aligns with the wider objectives of the industry. It will look to end the boom and bust cycle of rolling stock procurement, ensure sustainable pipelines for future work and consider the best financing structures for future orders in partnership with private capital. I can assure my hon. Friend the Member for Easington (Grahame Morris) that we will consider the points he has raised as we undertake work on this matter. My officials are engaging with Eurofima to consider the potential of UK membership and the role that could play in the UK market. We will set out more plans on that in due course. A report mandating that in primary legislation is therefore not necessary in the Government’s view.

Amendment 7, tabled by my hon. Friend the Member for Derby North (Catherine Atkinson), seeks details of the Government’s proposed approach to procurement and the impact of public ownership on the procurement process and the supply chain. She is absolutely right to highlight the crucial role of the broad and diverse private sector supply chain in helping to deliver high-quality rail services, and I very much welcome the contribution made by businesses in her constituency and right across the country. I can assure her and those businesses that innovation and technical progress will remain as fundamental as they have ever been in delivering improvements for passengers, cost efficiency for taxpayers and benefits for the environment.

I can confirm that there will be no immediate impact on the approach to procurement when services transfer to public ownership. Existing private sector operators are already required to follow the same procurement rules as public sector operators. Under the governance reforms, Great British Railways will provide much clearer long-term direction across the whole railway system, giving businesses and the supply chain the certainty and confidence they need to plan, invest and innovate for the future.

Amendment 15, tabled by the hon. Member for Faversham and Mid Kent, considers the Bill’s potential effects on open access operators. The Bill is specifically about the ownership of services currently operated under the contract with the Secretary of State and Scottish and Welsh Ministers. Public ownership of those services will not prevent open access services from running as they do now. The report proposed by her amendment is therefore unnecessary. However, I take this opportunity to reassure her about the role of open access in the future in the context of the Government’s wider reforms. How we make use of network capacity and grant access is fundamental to the performance of the railway and what it delivers for all its users. Open access operators such as Hull Trains, Lumo and Grand Central are a valuable part of our railway. We are keen for such services to continue to operate alongside publicly owned services, where they add value and capacity to the network.

The hon. Lady’s amendment 16, along with amendment 22 from the hon. Member for Bath and amendments 2 to 5 from the hon. Member for Brighton Pavilion (Siân Berry), touches on the role of devolved and local authorities in the planning and delivery of rail services. Amendments 16 and 22 each refer to exemptions granted under section 24 of the Railways Act 1993. Those exemptions allow services in London and the Liverpool city region to be procured by the relevant authorities in those areas, outside the franchising system. The Bill makes no change to those existing arrangements and it will remain for those authorities to decide how best to deliver the services for which they are responsible.

Amendments 2 to 5 would allow the Secretary of State and Scottish and Welsh Ministers to award contracts to companies owned by certain elected public bodies. While the Government are committed to strengthening local involvement in the planning and delivery of rail services, it will be important to ensure that does not undermine the plan for Great British Railways to act as a directing mind that provides coherence, consistency and clarity for the whole railway. To support that, the Government intend to award contracts specifically to public sector companies owned by the Secretary of State via DOHL.

Our amendment 22 is not just about the current arrangement with Merseyrail and Transport for London; it is much more about having the discussion about how local authorities and local areas can enter into franchising agreements in future if they so wish.

I do not think that the Bill stops them doing that now, though we have no plans to extend the scope of that.

Looking ahead to the railways Bill, the Government have already said that there will be a statutory role for devolved leaders in Scotland, Wales and mayoral combined authorities in governing, managing and planning and developing the railway network. That will ensure that decision making is brought as close as possible to local communities.

I turn to amendment 17, tabled by the hon. Member for Faversham and Mid Kent, which proposes an independent body to advise the Government on employment terms and pay for rail staff under public ownership. That is an important issue, and one that the Government are determined to get right. My officials are at the early stages of exploring a number of options—including a pay review body—so that we can consider the most appropriate approach to meet the needs of a transformed industry.

Last but by no means least, I come to amendment 21, tabled by the hon. Member for Bath, which deals with fares, ticketing and passenger compensation. Naturally, we are keen to see rapid progress in those areas. We are committed to reviewing the overly complicated fare system. Change is already being delivered by extending pay-as-you-go in the south-east and through fares reform on LNER. We will explore the options for expanding ticketing innovations such as digital pay-as-you-go and digital season tickets across the network, and we will hold operators—and, in due course, Great British Railways—accountable for progress on these vital reforms. We also intend that a powerful new passenger watchdog—the passenger standards authority—will independently monitor standards and champion improvement in service performance against a range of measures.

I thank hon. Members on both sides of the Committee for their contributions to the debate. I hope that my responses will have provided the explanations and reassurances that colleagues were seeking, and that that will enable them not to press their amendments and to support the Bill on Third Reading.

It is a pleasure to conclude the Committee of the whole House for the Opposition, and it has been a pleasure to sit and listen to another set of distinguished maiden speeches from Members on both sides. I join the Minister in the tributes he paid to the speeches made from the Government Benches. I pay tribute in particular to the hon. Member for Thurrock (Jen Craft) for her moving remarks about her commitment to her daughter and to the hon. Member for Hendon (David Pinto-Duschinsky) for his powerful remarks about how his life is inspired by the bravery of the woman who saved his father’s life.

On the Opposition side of the House, we had maiden speeches from my hon. Friends the Members for Bridlington and The Wolds (Charlie Dewhirst) and for South West Devon (Rebecca Smith). My hon. Friend the Member for Bridlington and The Wolds did a fantastic job of selling the tourist credentials of his constituency and proudly declared himself the Member for both pigs and lobsters. I am sure that his passion for the place where he grew up will serve his constituents well. My hon. Friend the Member for South West Devon spoke proudly of the history and beauty of her constituency. The House will be richer for her experience working for the War Graves Commission and her interest in foster caring.

We also heard from my right hon. Friend the Member for Aldridge-Brownhills (Wendy Morton), who used her previous experience as a rail Minister to explain clearly the changes that we need and have sought. She also highlighted the lack of evidence and arbitrary nature of the Government’s approach as well as the lack of thinking about the Bill’s implications at a local level for projects such as the west midlands rail hub.

That brings me to the matter before us, where I am afraid my ability to find words of praise dries up. As my hon. Friend the shadow Transport Secretary outlined, we have been asked today to rush through a major change to the operation of our railways on the back of a rushed Second Reading and without all the benefits of a full Bill Committee.

What exactly was it about giving stakeholders in the railway industry the chance to share their views in Bill evidence sessions that the Secretary of State was so afraid of? I wonder what witnesses might have raised—perhaps the fact that the facade of a simple solution to the challenges on the railway presented by the Secretary of State has already fallen away in the intervening weeks since Second Reading. On Second Reading, she praised the already nationalised LNER service while chastising private sector operators, warning them that they needed to get their house in order. I cannot decide whether the ASLEF leadership are just being unkind to her or have a mischievous sense of humour, because the day after crudely championing the no-strings deal they had secured from the Government, where did union bosses announce they intended their next round of industrial action to be? Not in one of the private sector operators that the Secretary of State is rushing to wrest back into public control, but in the publicly owned and run LNER. There could be no more definitive answer to the question of whether the Bill will make any real difference. If public sector operators are the answer, the Secretary of State might want to ask ASLEF why it described its public sector managers as brutal, bullying, promise-breakers. The risks for passengers and taxpayers are in stark headlights. Thankfully, the industrial action has been called off, though passengers’ travel plans were disrupted this weekend. It seems that we will avoid a protracted strike, but what concessions were made to ASLEF, and what involvement did Ministers have? We have no idea, and we will have a similar lack of transparency in future, if the Bill passes unamended.

What of the private sector operators that the Secretary of State has been so critical of, and critical of us for allowing to continue? What can we learn from her dealings with them? Despite all her warm words to her Back Benchers, what has she done since Second Reading, using her existing contractual powers, to bring operators such as Avanti back into public ownership, if she really believes that will make a difference? She has quite literally spent years repeatedly describing it as failing. She has had almost two months to remove the franchise from it, which she could legally do if it were in breach of contract and not delivering, as she has repeatedly implied. I am sure that some of her Back Benchers will have noticed that she has not done that. It is yet further proof that she knows that the question of who runs the railways will not make a material difference.

The Secretary of State knows that bringing Avanti and others into public ownership will not miraculously solve anything. In fact, the seven most punctual operators last year were private sector operators. Of the seven worst performing operators for cancellations in 2023-24, four were publicly run.

At the start of the Committee, the shadow Transport Secretary outlined a number of important questions, which I hoped the Minister would answer in support of his argument that we should vote with him tonight. How will accountability for improving performance be achieved? How will costs be controlled? How will innovation and reform be driven forward? How will pay negotiations be conducted fairly for taxpayers? Those are basic questions that, after 14 years, Labour should be able to answer, but we will vote tonight with them unanswered.

I want services to improve—in that respect, we all want the same thing—but the Bill as is has little chance of making that happen. It will just result in back-room deals that will, more likely, put union bosses first and bring no guarantees of improved performance for passengers. I respect and value railway staff, but Governments have wider responsibilities to taxpayers. The Government have the right to proceed anyway, but our amendments aim to at least ensure accountability and transparency, and would make passengers, not union bosses, the focus.

We seek to ensure the best use of the Committee’s time, so we will not press amendment 18 to a Division, but with permission of the Chair, we will press amendments 14 and 17 to a vote, as the ones most able to secure the best version of the Bill. Amendment 14 makes it crystal clear that the primary duty of public sector operators is to passengers. Whatever ideological change this Government make to the ownership of the railways, that should never change. Amendment 17 aims to prevent a repetition of the no-strings deal given by Labour to its union boss donors, and to ensure independence in the process. Time and again, Labour Ministers have supported the importance of independent advice in determining the pay of public sector workers. Every single Labour MP voting against this amendment lays bare the stranglehold that the rail union bosses have over their Prime Minister and Secretary of State. If they single them out for special treatment, they will need to justify to other public sector workers in their constituencies why rail union bosses are exempt from the processes that to apply to teachers, soldiers, nurses and millions of other staff.

To reiterate, we on the Opposition Benches are in agreement that change is needed, but practicality and what works should come first, not this rushed, ideological approach. Members in all parts of the Chamber can see that our amendments simply create safeguards for passengers and taxpayers, and ensure transparency and fairness. I hope that Government Members can see the benefit of that, and agree, even if they are convinced of the benefits of nationalisation, that there are better ways to do it. In that spirit, I call on them and all Members to support our amendments, and to deliver a better Bill in the Division Lobbies this evening.

Amendment, by leave, withdrawn.

Clause 1 ordered to stand part of the Bill.

Clause 2

Future provision of services

Amendment proposed: 14, page 2, line 17, at end insert—

“(1BA) Every contract made in accordance with subsection (1A) shall place a duty on the public sector company to consider the needs of—

(a) passengers;

(b) residents of rural areas;

(c) residents of areas underserved by the rail network; and

(d) the wider rail network

when considering making changes to existing service levels.” —(Helen Whately.)

Question put, That the amendment be made.

The Committee proceeded to a Division.

Will the Serjeant at Arms investigate the delay in the No Lobby?

I beg to move, That the Bill be now read the Third time.

It has been an extraordinary privilege to take this Bill through the House, as the first major piece of legislation to pass through the Commons under this Labour Government. The work to rebuild Britain and return to a politics of service started the moment we entered office. We pledged to act decisively to get our country moving and our public services working. I set out my motto for the Department for Transport—to move fast and fix things—which is why this Bill wastes no time in fulfilling one of our central manifesto commitments, calling time on the 30-year ideological privatised experiment on our railways that failed passengers, failed to modernise our railways and failed our economy. It is why this Government have begun the work of reform by bringing services back into public ownership, so that our railways will finally be run in the interests of passengers.

There will be immediate benefits. Our railways will serve the British public, be they passengers or the taxpayer, and as we bring services into public ownership, we will drive up performance. We will remove the burden of the millions of pounds squandered every year in private sector management fees. We will bring services into public hands as soon as their contracts expire, but if operators fail to deliver in line with those contracts—if they continue to let passengers down time and time again—I will not hesitate to use every tool at my disposal to drive up standards, including terminating contracts early where appropriate. In my meetings with Avanti and TransPennine and in the rail Minister’s meetings with Northern, London North Eastern Railway, East Midlands Railway and CrossCountry, as well as their Network Rail counterparts, we have been clear that we will not tolerate for any longer the poor performance that the last Government tolerated. My officials will drive improvements using the mechanisms in those contracts.

That work is already bearing fruit. Last week, LNER and ASLEF resolved their long-standing local dispute at no cost to the taxpayer, preventing 22 days of industrial action while ensuring an improved service for passengers. As a result, there were no driver cancellations over the weekend or this morning—the first time that has occurred for many years. Last month, we ended the longest strike in our railways’ history. It was a strike that cost the taxpayer hundreds of millions of pounds in lost revenue and cost the economy more than a billion pounds, and a strike that the Conservative party deliberately prolonged and provoked, at enormous cost to the taxpayer and passengers.

A passenger-centred railway needs workforce reform; I do not shy away from that fact. As we move towards Great British Railways, we will waste no time driving those reforms forward. This is an area where the party opposite totally “failed”. That is a quote from the former Conservative Rail Minister, who is no longer in this place. To his credit, unlike his colleagues, he has at least had the decency to apologise for what he put our country and our railways through.

We are under no illusion: the Bill is not a silver bullet. It is the first stop on our journey to a modern railway for a modern Britain. We will introduce separate legislation later in the Session on the wider reforms that are required. Fixing the industry’s crumbling foundations is the only way to deliver the lasting improvements that passengers expect and deserve. Providing national leadership and a single point of accountability, Great British Railways will bring track and train together. It will plan services on a whole-system basis. It will increase innovation while cutting waste. It will put an end to outdated working and management practices, and end the operational meddling of Whitehall that has characterised the industry, particularly post covid. In short, we will create a simpler, safer and more reliable rail industry, relentlessly focused on passengers and on growing our economy.

That, of course, cannot happen overnight, but as passenger in chief, I am not prepared to wait. That is why today I have made a written ministerial statement formally standing up shadow Great British Railways, in order to bring together the Department’s passenger services, Network Rail and the operator of last resort. For the first time in 30 years, the railways will begin to act as one coherent system, and there will be the political backing for decisions to be made in the public interest. Shadow Great British Railways will review performance and finances. It will begin work to modernise our railways and unblock barriers to ticket reform, and will start to make urgent improvements now for passengers and freight.

Before I finish, I thank the Under-Secretary of State for Transport, my hon. Friend the Member for Wakefield and Rothwell (Simon Lightwood), for his excellent work, support and dedication of time to getting the Bill through the House. I also thank the Clerks, Chairs and parliamentary counsel, and of course my fantastic officials, who have worked at pace and done an excellent job supporting us in our first two very short months in office. Finally, I am hugely grateful to hon. Members from all parts of the House for their scrutiny and collaborative approach. I add my congratulations to the many hon. Members who made their maiden speech during the Bill’s passage.

The Bill represents a line in the sand. It shows that the Government are willing to roll up their sleeves and do the hard work to fix what is broken and reform what does not work. Getting this right matters for people up and down the country, for whom the railways are their route to opportunity. It matters for communities that need a reliable railway to support businesses, retain talent and attract investment, and it matters for this mission-focused Government, because the railways underpin our efforts to rebuild Britain, from building economic growth to providing clean energy, and to deliver hope and opportunity to everyone, wherever they live. I commend the Bill to the House.

I call the shadow Secretary of State.

We recognise the Government’s mandate to nationalise the railways. We are not seeking to frustrate that, but simply to improve their legislation. I have heard the arguments of Government Members and the Secretary of State in support of the Bill, but I remain unconvinced and unreassured. We agree that rail needs reform, but we disagree on how to do that. I thought we agreed that passengers were the priority, but it seems that we disagree on that too, because Government Members have just voted against a simple amendment that would have ensured that public operators served the needs of passengers, including in rural and underserved areas.

I would have hoped that we could agree on the importance of controlling costs, including one of the biggest costs that the railways face, which is that of the workforce, but again we clearly disagree on that. The Government have caved into ASLEF’s pay demands with a “no strings, no modernisation” pay deal, and now Government Members have voted against our proposal for an independent pay review body, a simple mechanism to help the right hon. Lady make sure she is not steamrollered into conceding to excessive and expensive pay demands by Labour’s powerful union paymasters. However, I welcome the hint from the Minister with responsibility for local transport that the Government may be considering introducing something along those lines, and I look forward to hearing more about that.

Here we are on Third Reading of the Bill after just a few hours of debate. Rushing this Bill through makes no sense at all. Why? Are the Government throwing a bone to their Back Benchers in return for their backing cuts to the winter fuel allowance? Is it to please the unions that donated to Labour Members’ campaigns? Is it a distraction from dodgy appointments and the conduct of their Rail Minister in the other place? Or do the Government Front Benchers believe this to be a minor change, though it is not? Is that why they think so little scrutiny and parliamentary time is required?

I urge the Government to think long and hard about the amendments we have put forward. Although we do not agree with this plan, as I have said, we accept their mandate to deliver it. We are simply proposing sensible changes to protect passengers and taxpayers, and I urge them to reconsider during the Lords stages of the Bill.

Question put and agreed to.

Bill accordingly read the Third time and passed.