In its submission to the House of Commons Public Bill Committee, CILT(UK) supports the creation of Great British Railways (GBR) and the reunification of track and train. However, it says the Bill lacks clear, durable plans for how non-GBR operators, devolved authorities and freight operators will be supported and protected within the future railway system.
Anna-jane Hunter, Chair of CILT(UK), told That's Business: “Around 30% of all train movements on Britain’s railway will be operated outside of GBR’s own services, largely by regional and devolved authorities and the freight operating companies.
"The Bill does not clearly set out how these services will be treated by GBR or how their access to capacity will be protected. Without clear words and procedures, there is a real risk that decisions are shaped primarily around GBR’s own priorities, leaving a significant part of the railway in limbo.”
Services operating outside GBR include Merseyrail, Tyne and Wear Metro, London Overground and all of the rail freight operations critical to the UK economy and supply chains.
CILT(UK) warns the Bill does not clearly explain how regional or freight services will be supported by GBR, how their access to capacity will be protected, or how long-term investment and development will be secured.
It is calling for a transparent plan, established under the Railways Bill, setting out how private sector passenger, regional, devolved and freight operators will be engaged, supported and protected.
The Institute welcomes the progress with Scotland and Wales, including proposals on joint working and GBR subsidiaries, but says devolved governments need greater clarity on local control, dispute resolution with GBR, and how their transport strategies will influence rail decision-making.
Anna-jane added: “This Bill presents a once-in-a-generation opportunity to create a railway that supports economic growth, supply-chain resilience and decarbonisation. Getting freight right is central to that, but ambition alone will not unlock private investment. A freight growth target that GBR is required to have regard to rather than comply with is more of an aspiration than a binding obligation that other services need to support.
“Freight operators need clear, credible and durable plans. Without stronger protections in primary legislation, freight capacity risks being squeezed out by GBR’s own passenger decisions, undermining the growth the Bill seeks to encourage.”
CILT(UK) supports the Bill’s introduction of a statutory freight growth target set by the Secretary of State for Transport and GBR’s duty to support freight, but warns that investment in terminals, rolling stock and services will only come with confidence that freight capacity will be protected.
The Institute says the Bill should be strengthened to embed freight in long-term planning, protect capacity through measures such as strategic freight corridors, ensure fair charging and regulation, safeguard privately funded freight facilities, and support international rail freight, including Channel Tunnel services. Similar provisions should apply to devolved passenger services which provide key passenger flows in their areas.
CILT(UK) stresses that rail legislation must endure beyond a single Parliament and too much reliance on targets and guidance set by the Secretary of State for Transport creates a level of risk as they are limited to the term of the current Government, or possibly that of the relevant Secretary of State. The Institute will continue working with Parliament and industry in an impartial way to help deliver a railway that supports economic growth, regional connectivity and a thriving freight sector across the UK.
