Edward Morello
MP for West Dorset · Liberal Democrat · United Kingdom
“However, many independent producers have said that they are receiving far less—in some cases, only 130p to 140p per kilogram. Some farmers are losing as much as £50 on every pig they sell. That is unsustainable. Once again, it is independent farmers who have borne the greatest burden.”
“West Dorset farmers are proud of the standards they have achieved. Every farmer I have spoken to wants to see further improvements in animal welfare.”
“The hon. Member must forgive that my speech is weighted towards English rugby, as he is absolutely right that the important role rugby clubs play in a community is true in all four parts of the United Kingdom. Research has now described the evidence linking organised sport with improved psychological wellbeing as compelling.”
“Will the Minister work across Government and with governing bodies to deliver the new school sport partnerships and enrichment framework, and provide early clarity on the objectives, priorities, delivery models and timescales?”
“Government can play an important role by ensuring that schools have access to suitable facilities, qualified coaches and meaningful links with local community clubs. School sport should never operate in isolation. The stronger systems are those where schools, clubs and governing bodies work together.”
“It would enable clubs to expand youth sections, to create better facilities for women and girls and to host schools’ disability rugby and walking rugby. Rugby contributes more than £2 billion annually to England through improved health, stronger communities and economic activity. Those benefits are felt in every constituency.”
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“It is a pleasure to serve under your chairship, Ms Butler. I join other hon. Members in congratulating the hon. Member for Leeds Central and Headingley (Alex Sobel) on securing this important debate. I will start by echoing the sentiment expressed by so many hon. and right hon. Members in this debate that any decision on whether to surrender territory is for Ukraine and Ukraine alone. Peace cannot mean carving up a sovereign European state behind closed doors; it cannot mean big powers forcing Ukraine to surrender its land and its people. We must not accept the principle that borders can be changed by force or by coercion, whether in Ukraine or anywhere else in Europe. It is vital that we stand up for the rules-based international order, even more so because there are those who flaunt it. I do not believe Putin’s vision of peace.”
“We need to know whether and how GBR will use emerging technologies, including artificial intelligence, to innovate, develop resilience and improve the passenger experience. I know from my work on the Joint Committee on the National Security Strategy under your leadership, Mr Western, that the threats to national infrastructure are real and increasing. We must make sure that our public and national infrastructure remains safe and protected. At the same time, we continue to campaign for passengers to be placed at the heart of the Bill. They deserve modern, accessible services, reliable wi-fi, real-time information and inclusive design. For these and future technologies to benefit the passenger now and long into the future, we need real investment and real innovation so that we will always have a modern railway planned over the long term.”
“Amendment 213 would introduce a vital safeguard, which the Government refused to put in place earlier when they rejected our new clause 26, to prevent Great British Railways from hiding from accountability to those who gave both it and the Secretary of State their power. The amendment would require regular reporting to Parliament and the Transport Committee. The Secretary of State for Energy Security and Net Zero has agreed to provide an annual update to Parliament on how we are doing against our climate and nature targets. I would hope that what is good enough for the Department for Energy Security and Net Zero is good enough for the Department for Transport. New clause 28 would require a cyber-security and technology strategy.”
“The amendment would ensure that the rail strategy explicitly supports rural access and strengthens co-operation with local and regional transport authorities so that trains, buses, and cycling and walking routes actually connect. No one should miss a bus just because a train arrives three minutes late or wait 40 minutes because timetables were not aligned in the first place—an experience familiar to anyone arriving at Crewkerne. Amendment 136 would place electrification at the heart of the rail strategy. Electrification is not just about missions; it improves reliability, efficiency and resilience.”
“As always, it is a pleasure to serve under your chairship, Mr Western. I am doing a rapid rewrite as this speech was full of witticisms and pithy things to do with speeches that none of us can remember from earlier this week— or last week; whenever it was. I would like to speak in support of amendments 134, 137, 136 and 213 and new clause 28, all tabled by my hon. Friend the Member for Didcot and Wantage. Amendment 134 would require the rail strategy to cover a 30-year period. That matters because decisions on electrification, rolling stock, workforce planning and passenger experience simply cannot be made on short political cycles. Amendment 137 is particularly important for rural constituencies such as West Dorset. Too many rural communities are poorly served by rail and have limited alternatives when services fail.”
“That means recognising rurality in the funding formula, ending short-term fixes and ensuring that access to services does not depend on a postcode. Children in West Dorset and in rural communities across the country deserve services that are stable, accessible and fair.”
“Professionals agree that, in complex cases, long-term Government support is vital. One constituent, Brenda, is a blind adopter raising a teenager with FASD, attention deficit hyperactivity disorder and developmental trauma. Specialist therapy funded through the scheme has helped her daughter to regulate her emotions and engage with her education, health and care plan. Kate and Dave, who care for two children with overlapping needs, face constant anxiety because, although assessments can be funded, the ongoing therapy that professionals say is essential cannot. Local authorities must have stable, predictable funding and proper support and guidance from central Government to meet those challenges.”
“Local authorities should be empowered to retrofit vacant buildings, such as the stationmaster’s house at Sherborne station, into family hubs that meet local needs, rather than centralised services that can be miles away. I also welcome the extension of the adoption and special guardianship support fund into 2026-27, but short-term extensions are not enough. Children with complex needs cannot thrive without the certainty of long-term therapeutic support. The Koru Project, a local charity providing vital support in Dorset, warns that without long-term funding, children cannot receive the care they need. It has shared heartbreaking cases: a young girl in her fourth care placement who relies on her therapist as her only stable relationship; and another child, with severe additional needs, who sees therapy as her only safe space.”
“Delivering children’s services in rural areas costs more, sustainable buildings are harder to find, connectivity is weaker and long distances make everything from early intervention to crisis support more complex and expensive. The funding formulas rarely account for those challenges. Per child expenditure varies hugely between authorities, with some spending three and a half times more per child than other areas. I welcome the Government’s commitment to invest £500 million to rebuild family services under the Best Start umbrella and the creation of Best Start family hubs, but children in rural constituencies like West Dorset need safe, accessible family spaces for children’s services to take place.”
“It is a pleasure to serve under your chairship, Mr Western, for what I think is the third time in three days—I feel very blessed. I congratulate my hon. Friend the Member for Woking (Mr Forster) on securing this important debate, on his incredibly moving speech and on all his hard work and advocacy in this area. Woking is extremely lucky to have somebody fighting its corner as he does. Too many families in rural areas face a system that they feel is too distant, too fragmented and increasingly under strain. Local authorities’ budgets are under immense pressure, particularly in rural areas, where delivering support is inherently more expensive.”
“My hon. Friend is making a wonderful point. It reminds me of a conversation I had recently with my council about a group of 10 to 15 parents with autistic children who definitely did not need to be in specialist schools and needed local provision. Because of the different pots of money, it was easier for the council to pay a private provider £100,000 and have the children travel 20 to 30 miles, because it could not afford the capital cost of £1.5 million to set up a local school. It wanted to do that, but it did not have the money, which disadvantages parents who now have kids travelling vast distances.”
“I thank the hon. Member for securing this important debate. I want to correct what I hope was a slip of the tongue when he mentioned parties “of both colours”; he means “of all colours” because I believe the Liberal Democrats have come forward with a proposal for £20 billion-worth of defence bonds in order to properly finance the rapid scale-up in defence manufacturing that we need in the UK.”
“I thank the hon. Member for humouring me with a second opportunity to intervene. He raised the important point that many defence manufacturers, especially in the South West, provide high-skilled job opportunities for local people. My hon. Friend the Member for Yeovil (Adam Dance) has already mentioned Leonardo in Yeovil, which also employs vast numbers of people in my West Dorset constituency. Those links with local schools and higher education institutions are vital to creating a pathway for people in the south-west, especially those in rural communities, who might not have another avenue into high-skilled labour.”
“Friend the Member for Epsom and Ewell has requested? Will he give consideration to centralised licensing systems and to making medical markers mandatory? Will he ensure that public safety measures are not undermined by a system that is slow, inconsistent and overstretched?”
“It would also ensure that reforms such as mandatory medical markers were implemented consistently and effectively, rather than, as at the moment, unevenly across the country. The Liberal Democrats are proud champions of rural communities. We support responsible gun ownership. We are also clear that safeguarding must go hand in hand with support. We will always stand up for people experiencing mental ill health or addiction, but that is precisely why early identification and intervention matter. Mandatory medical markers are about not punishment but protection. At a time when mental health services are under immense strain and online medical services can be used to bypass safeguards, it is more important than ever that our licensing system is joined up, informed and proactive. Will the Minister release the data that my hon.”
“That is why I believe we must look seriously at proposals for a dedicated firearms licensing agency. The Government’s recent police reform White Paper acknowledges that firearms are a specialist area and that concentrating such functions in centres of excellence could improve effectiveness, consistency and value for money. A centralised body could standardise fees, reduce waiting times, ensure the consistent application of medical markers and take the pressure off local police forces, freeing them to focus on their job—frontline policing. A specialist agency would be better equipped to process licences efficiently, apply safeguards properly and respond to risks swiftly.”
“Firearms licensing is a specialist function delivered by local police forces, yet rural police forces such as mine in Dorset, which are responsible for areas with high levels of gun ownership, are under the greatest financial pressure, struggling with overstretched resources. Firearms in farming communities are not recreational; for most farmers, they are an essential tool of their trade. When renewals are delayed, livelihoods are affected. There are further challenges. The Home Office is consulting on merging section 1 and section 2 licensing. This may be well intentioned, but it risks adding complexity, cost and delay to an already fragile system unless carefully handled. Licensing is already expensive, and delays already undermine confidence.”
“The reality is that the overwhelming majority of licensed gun owners in this country are responsible gun owners, but there is no ignoring the fact that lives could have been saved in those cases if medical markers had been mandatory. Medical markers are about early intervention. They protect the licence holder as much as anyone else. They ensure that when someone is struggling with their mental or physical health, support and safeguarding go hand in hand. Having safeguards in place is important because of the wider issues at play. The process for approving or refusing a firearms licence is currently slow, inconsistent, expensive and, in large parts of the country, under huge strain. The processing time varies wildly depending on where a person lives, fees differ, and huge backlogs exist in some places.”
“Perhaps most compellingly of all, 70% of firearms certificate holders support the change, according to a survey by the Association of Police and Crime Commissioners, and among the wider public that support is at 86%. It is a sensible proposal enjoying widespread support among the public and the sector. In 2016, Christopher Foster killed his wife and daughter before taking his own life. He had discussed depression and suicidal thoughts with his GP, but there was no way for the GP to know that he owned a firearm. In Plymouth in 2021, six people were killed with a licensed firearm. The inquest found that a marker had not been placed, despite the police requesting one. Thankfully, in the UK, murders, suicides and deliberate injuries by licensed firearm owners remain mercifully low.”
“But there are flaws in the system: its use is voluntary, it may not account for online workarounds, which people are adept at using, and there is no obligation on GPs to apply the marker. That is because under the previous Government, the Home Office declined to make it mandatory. As has been outlined, we do not even know how many practices actually use it. The evidence strongly supports change. The police support mandatory markers. The Countryside Alliance supports mandatory markers. The British Association for Shooting and Conservation supports them, and has suggested that they be incorporated into GP contracts. The British Medical Association now recommends their use.”
“Current guidance includes “post-traumatic stress disorder, suicidal thoughts or self-harm or harm to others, depression or anxiety, dementia, mania, bipolar disorders or a psychotic illness” and neurological conditions such as alcohol or drug abuse. When assessed, that marker alerts a GP that a patient holds a firearms licence and allows concerns to be flagged to the police where appropriate. The system works. It respects professional boundaries. GPs do not decide who holds a licence; that decision rightly remains with law enforcement. It imposes no financial burden on surgeries. It enables safeguards throughout the life of a licence, not just at the point of renewal.”
“Member for North Cotswolds (Sir Geoffrey Clifton-Brown) outlined, it is an ongoing safety check against changes in an individual’s circumstances. The legal framework already recognises the importance of medical fitness. Under the Firearms Act 1968, police must be satisfied that a person can possess a firearm “without danger to public safety or to the peace.” Medical information is already part of that assessment; the question before us is whether the system is robust enough. In 2022, an important step forward was taken when GPs in England were given access to interactive medical markers that can be placed on medical records for firearms certificate holders. Making those markers mandatory would help to better identify individuals whose medical conditions may temporarily or permanently impair their ability to handle a firearm safely.”
“He had obtained significant quantities of medication for anxiety through online services entirely outside his GP’s knowledge, and when he renewed his licence there was no effective mechanism to identify that risk. The senior coroner issued a clear warning that unless gun ownership laws are tightened, the risk of future deaths will remain. That warning must be taken seriously. Mandatory medical markers for firearms licence holders are a proportionate and evidence-based safeguard. They are not about punishing responsible gun owners; they are about ensuring that when someone’s health changes in a way that may affect their suitability to possess a firearm, that risk is identified early, rather than years later at the licence renewal or not at all. Effectively, as the hon.”
“The Liberal Democrats want to ensure that firearms licensing in this country protects public safety while remaining fair, workable and, most importantly, proportionate for those who hold licences responsibly and lawfully. I want to begin by acknowledging the unimaginable loss suffered by the family and friends of Emma and Lettie Pattison. It should not take such a tragedy for us to act, but we owe it to them and to the public to learn lessons and make changes that will prevent further harm. The inquest into their deaths found that George Pattison was legally permitted to hold a shotgun licence despite having concealed relevant medical information.”
“It is a pleasure to serve under your chairship, Ms McVey. I congratulate my hon. Friend the Member for Epsom and Ewell (Helen Maguire) on securing this important debate, on her hard work on the topic and on her very moving speech. This debate is about lives that should not have been lost. It is about a system that failed, when it could have made the difference between safety and tragedy. When warning signs exist but are not seen, when safeguards are optional rather than embedded and when responsibility is fragmented across an overstretched system, the consequences can be fatal, as we have heard. I support my hon. Friend’s call for change.”
“Without wishing to labour the point, and accepting that the data may in fact show that we are getting the level of penetration that we would expect, there is undoubtedly an unquantifiable risk of another tragedy happening. Given the level of uptake in a mandatory system, and given the requests of the sector—and, in fact, the BMA—for use of the marker to be made mandatory, it seems to me, purely from the perspective of de-risking it for the Government, that that would be a logical and relatively simple thing to do, so that, when we inevitably return, at some point in the next three to five years, to talk about another tragic death, it is not laid at the feet of this Government for following the mistake of the previous Government and not making it mandatory.”
“Above all, it is about hardwiring trust into the railway system, with clear information, published transparently and scrutinised by Parliament, with a focus on passengers. We believe new clause 26 would strengthen the Bill and hope the Government will give it due consideration.”
“Crucially, it would also be sent directly to the Transport Committee, thereby ensuring proper parliamentary scrutiny. That matters because taxpayers are funding the railway twice: once through general taxation and again through ticket prices. Passengers and taxpayers alike deserve to know where their money is going, how it is balanced between subsidies and fares, and whether it is being spent evenly and effectively across the funding cycle, not just all at the start or at the end. A mid-point review would also allow us to see what is working and what is not, particularly given that GBR will be a new organisation. It would give time to correct course when things are failing, and to continue or scale up when results are delivered.”
“New clause 26 provides a sensible and proportionate mechanism to do exactly that without dragging Ministers or officials into day-to-day micromanagement. As currently proposed, Great British Railways risks becoming the rail equivalent of NHS England—a fear raised previously in Committee—a large, centralised body distant from accountability and with blurred lines between ministerial direction and operational responsibility. Transparency is the safeguard to protect against ending up with another unaccountable arm’s length body. The new clause would require a statutory funding review halfway through each five-year settlement. That review would set out, in clear figures, exactly how much funding GBR had been allocated, how much revenue had been raised from fares, and how much Government subsidy had been received.”
“I wish to speak briefly to new clause 26, which was tabled by my hon. Friend the Member for Didcot and Wantage. In simple terms, the new clause would ensure that Great British Railways’ funding is reviewed, published and scrutinised by Parliament halfway through each funding cycle, so that there is transparency and accountability on public money and it is spent effectively. Any long-term rail strategy, particularly one that involves large sums of public money, must be open to proper scrutiny, regularly reviewed and accountable to Parliament. This is especially important as the Bill in its current form gives the Secretary of State a significant concentration of power over the future, shape, funding and direction of the railways. If Parliament is to be asked to confer that level of authority, accountability should increase alongside it.”
“If the Bill really is about long-term planning, then there has to be long-term security of funding as well, and amendment 147 is about making sure that there is an additional safety net should any future Government, of any make-up, not want to adhere to the spirit of the Bill. For those reasons, I hope the Government will give consideration to our amendments.”
“Do they wait for the electrification and then buy the rolling stock, having just spent all this money extending the life of diesel carriages? Having the two interoperable is just common sense. I would hope that making the two funding cycles run simultaneously would be a non-contentious idea. On amendment 147, my hon. Friend the Member for Didcot and Wantage gave the example of the outbreak of war, which is definitely an extreme one, but we must also insulate any piece of legislation against future politicians—Ministers—wanting to meddle and perhaps not adhering to the desire that it was designed around. The amendment is intended to make sure that Ministers, whether in the Department for Transport or the Treasury, cannot rip the funding carpet out from under the rail operators.”
“As always when following my hon. Friend, I find myself with little to add. All of the very good points have been made, but it is probably worth reinforcing why we think amendments 216, 147 and 215 are important. Amendments 216 and 215 speak to an absurd anomaly. I am probably unusual in this Committee in that I am not a rail expert—far from it—but the absurdity of not having aligned funding cycles for passenger and infrastructure strikes any outsider as madness. As somebody who regularly travels on the Salisbury to Exeter line, which is in need of electrification and new rolling stock, I ask any Minister who is responsible to tell me when the operator should make a decision on whether to buy new rolling stock, when they do not know whether electrification is going to happen.”
“If we are serious about encouraging people to shift away from the convenience of cars and toward more sustainable public transport, customer experience has to be central. People will not make the switch because they are told to; they will do so because trains are easier, more comfortable and more reliable. The creation of customer satisfaction targets and objectives that are tied to rail funding settlements will create the incentives for change. It will make it more likely that investment decisions will focus on what actually improves journeys for passengers, rather than just on what is cheapest in the short term. It will find the balance between what is affordable and what is best for users.”
“I wish to speak briefly to amendment 206, which was tabled by my hon. Friend the Member for Didcot and Wantage. The amendment goes to the heart of what we Liberal Democrats believe the Bill should be about: putting passengers first. It would expand the objectives that the Secretary of State sets for the rail funding settlement to include customer experience and satisfaction explicitly. In other words, it would ensure that when decisions are made about money, priorities and trade-offs, the people who actually use the railways are not an afterthought. Making customer satisfaction central to GBR would help to rebuild trust in the railways, which many people currently feel have stopped working for them.”
“T8. Vast swathes of Bridport, Beaminster, Maiden Newton, Yetminster and Thornford—whole parts of West Dorset—are under water. Dorset and Wiltshire Fire Service is doing an amazing job of rescuing residents who are trapped either at home or in cars, but unfortunately it will suffer a £1.2 million shortfall in the long-term funding settlement because the Treasury’s underlying assumptions are incorrect. Will the Chancellor meet me, so that we can show her why this is a problem for the service?”
“The new clause would also mean that children aged 16 and 17 who are still in education would not be charged adult fares simply because of an arbitrary age threshold. In rural West Dorset, this is another issue that comes into my mailbox all the time. Children who are still in education hit the 16-year-old threshold and have to get across the constituency to colleges in Weymouth, at astronomical cost. Extending the 50% discount for under-18s who are in full-time education is sensible and fair, and will be especially good for people in rural communities. The new clause would also address long-standing inconsistencies in ticketing. As mentioned, a national railcard system would end the postcode lottery whereby some areas benefit from low fares while people in other constituencies, especially rural ones, are left paying more.”
“It is an honour to serve under your chairship, Mrs Hobhouse. I am always slightly concerned about speaking after my hon. Friend the Member for Didcot and Wantage, who has a justifiable reputation as a train expert—I will not say “train nerd”—so I am slightly circumspect. Rail users, both regular and irregular, have many gripes about the rail system, but the most frequent I hear from constituents undoubtedly concerns the cost of tickets. New clause 9 is about requiring fare increases to be capped in line with inflation. At time of a sustained cost of living pressure for working families, that would provide a long-term guarantee that rail fares will not continue to spiral up unpredictably, which would drive down usage.”
“In West Dorset, passengers too often step off a train only to have to wait 45 minutes for a bus, because timetables are poorly aligned. Enabling multimodal ticketing would allow rail, bus and other services to work together, making journeys smoother for residents and visitors. New clause 9 would require Great British Railways to report on and plan for fair fares, modern ticketing, innovation through an open-source system and integration across all transport nodes. Like new clause 8, it would allow us to advocate for passengers, which should be the central theme of the Bill.”
“At one point, going through all the amendments that had been tabled to the Bill, I concluded that accepting them all would mean that the only people who would pay for a full-price ticket would probably be working-age men aged 35 to 45—they would have to single-handedly fund the entire rail network. I am not sure that that is a desirable long-term system, but a simplified system is ideal. I accept the premise of the hon. Lady’s intervention: the regionalised or localised railcards have their own benefit. But invariably we are just creating more and more carve-outs, and a simplified national system may be fairer and easier to sustain over the long term. A move towards a national tap-in, tap-out system would modernise the network and make it far more user-friendly.”
“If the Bill is about the future of rail, it must account for a future that is going to be impacted by climate change. The new clause would strengthen the case for rail electrification, encourage low-carbon construction methods and ensure that procurement decisions properly consider materials, the supply chain and energy use. Without a clear statutory duty, environmental goals risk being treated as entirely optional. With new clause 20, climate and environmental objectives would become part of GBR’s core purpose. Decisions would be more consistent across the network, rail would be properly aligned with national climate and nature targets, and GBR would be more transparent and accountable.”
“We are already seeing the impacts of climate change on our rail network. In West Dorset, services have been severely disrupted by soil moisture deficit, alongside flooding, high winds and extreme weather. Last summer, that led to a reduced timetable, widespread delays and endless bus replacement services. From August, services from London to Yeovil Junction were cut to one train an hour, and took more than half an hour longer, while services to Exeter were reduced to one every two hours. That is the cost of not planning ahead. New clause 20 would require GBR to take climate risk seriously in every decision that it makes. That means factoring in flood risk, heat stress on tracks, coastal erosion and extreme weather, and designing infrastructure that can cope with hot summers and wet winters.”
“I will speak to new clause 20, which makes the simple ask that Great British Railways does all it can not to contribute to the climate crisis. I hope it is uncontroversial, because the bits of legislation that we are asking for GBR to adhere to are the Environment Act 2021 passed by the previous Conservative Government, the Climate Change Act 2008 passed by the previous Labour Government, and the Air Quality Standards Regulations 2010 passed by the coalition Government. I am deeply concerned that climate change does not appear in the Bill at all, and we tabled new clause 20 to close down that problem. At a time when extreme weather is already disrupting services, damaging infrastructure and frustrating passengers, the absence of any clear environmental duty is extremely troubling.”
“I speak in support of my hon. Friend the Member for Didcot and Wantage’s passenger charter. I recommend that any Member who was otherwise engaged to go and listen to his ten-minute rule Bill, which outlined it in far greater detail than I will today.”
“It is excellent reading—something for the train on the way home. It lays out why the passenger charter is so key to delivering a better experience for rail users. The Committee will spend a lot of time talking about rail upgrades, shorter journeys, passing loops and all the things that we should discuss—it is easy to understand why we focus so much on shorter passenger journeys—but the passenger experience is also key. When I agreed to sit on the Committee, I said that if I achieved anything from it I hoped it would be the return of the buffet trolley to any train going anywhere near West Dorset.”
“New clause 8 would require the Secretary of State, within six months, to introduce a passenger charter as a core function of GBR. It would set out clear expectations for passengers, and clear accountability for operators. As my hon. Friend the Member for Didcot and Wantage laid out in his ten-minute rule Bill, it would include guarantees on value for money, service quality, adequate seating for journeys over 30 minutes, and improved accessibility across trains.”
“I could not possibly comment, Minister—I was going to say tea. But there are basic human rights that we should be respecting here—and a gin and tonic might be one of them. On rail journeys lasting more than two hours, access to food and drink is a basic expectation. As anyone who has done the trip to Exeter or Dorchester South from London will know, numerous stations on that line do not have a café on the platform, or even one close by. I hope we are also going to achieve a reduction in the number of delays on that line, but once someone is on it they are on it; their options for access to anything are incredibly low. Whether for a parent travelling with children, older passengers on long journeys or commuters trying to work on the move, access to basic amenities—reliable wi-fi and food and drink—should be mandatory.”
“If we want people to choose rail for economic, environmental and social reasons, we have to deal with these frustrations as well. New clause 8 puts passengers back at the heart of the system, where they belong.”
“Member for Melton and Syston mentioned. Those are not luxuries. Almost every rail user has stood despite booking a seat, lost their signal mid-journey, missed a connection because of a delay, struggled to find a clean toilet—or a working one—or found nowhere to store a bag, yet too often there is no meaningful redress for those inconveniences. That undermines confidence in the railway. The data is stark. Only 32% of passengers believe that the rail network meets their needs, and just 59% are satisfied with value for money or onboard internet. Last year, there were more than 62,000 complaints about punctuality, nearly 40,000 about overcrowding, and more than 24,000 about onboard facilities. All those things act as a drag. They are why people do not want to travel on the trains and why they are choosing car journeys instead.”
“The charter would also set targets for reliability and a clear timetable for improving passenger accommodation, including seat design, reliable wi-fi and mobile signals, power outlets—I honestly cannot believe we are still questioning whether or not we should have power outlets on trains—luggage and bicycle storage, clean and accessible toilets, and onboard catering for journeys of more than two hours. We must focus much of our innovation on the passenger experience and not just the journey time, whether that is wi-fi for commuting workers or accessible toilets for everyone. Crucially, it would also extend delay repay principles to cover failures in onboard amenities and move towards automatic digital compensation that does not place the burden on passengers to fight for refunds—hopefully that speaks to the teeth that the right hon.”