We are clear that there will continue to be a role for Open Access Operators in the reformed railway, providing innovation and choice for passengers. Access to the network is currently determined by the Office of Rail and Road (ORR) in accordance with its statutory duties, and the Department cannot direct ORR in its decision-making.

Under rail reform, this will change as Great British Railways (GBR) takes over responsibility for managing access to the network and ORR takes on a new role to hold GBR to account and ensure fairness and transparency for all operators. GBR’s role will include consideration of any future applications for Open Access services across the entire rail network, including on the Great Western Railway route.

Open Access Operators will continue to be able to propose new services, and, where these represent best use of the network and offer genuine benefits to passengers, we would expect GBR to grant access and enable competition.

The Department works closely with Network Rail and Great Western Railway (GWR) to improve the resilience of rail services to extreme weather, including periods of high temperatures. Network Rail is responsible for rail infrastructure and has a programme of works to improve resilience to heat, including upgrading track materials, enhancing overhead line equipment, improving earthworks stability, and implementing real-time track and asset monitoring to identify risks such as rail buckling. Great Western Railway works in collaboration with Network Rail to adapt timetables and operational practices during periods of extreme heat, including the introduction of temporary speed restrictions where necessary to ensure passenger safety. The operator also continues to invest in more modern rolling stock, which is designed to perform more reliably in a wider range of temperatures and to provide improved passenger comfort.

There are currently no plans to close the Pullman dining service on Great Western Railway’s long-distance services. Department for Transport officials continue to engage closely with the operator to ensure that passenger expectations are met, including through the provision of high-quality catering options.

The Office of Rail and Road (ORR) publishes annual statistics on changes in rail fares, for both regulated and unregulated fares. The most recent data covers 2024-25 and is available on the ORR website at https://dataportal.orr.gov.uk/statistics/finance/rail-fares/. Data for 2025-26 will be published in July 2026.

Information on changes in unregulated fares by individual train operating companies is not held centrally by the Department. This level of detail is not routinely compiled and would require bespoke analysis.

This Government is committed to creating a unified and simplified railway that puts customers first, rebuilding trust and placing passenger operations under public ownership and control. Public ownership alone is not a silver bullet but a vital step towards wider reform to bring track and train together under Great British Railways (GBR).

The Railways Bill will establish GBR as a new ‘directing mind’ for the industry. It will bring track and train under one public body to improve services for passengers and freight customers. This will ultimately provide better value for taxpayers, by streamlining the rail sector and bringing together roles and responsibilities that are currently fragmented across multiple bodies and organisations.

Part of the planning for the transfer of train operating companies into public ownership, including Great Western Railway, is to identify cost effective actions to be taken to help deliver value for money, affordable improvements as we move towards GBR.

Services may be cancelled altogether or terminated short for a number of reasons, including infrastructure issues, trespass, inclement weather, or issues relating to the train operator such as crew shortages.

In most instances, terminating services short at Gloucester will be to minimise wider disruption for customers, and where Great Western Railway, CrossCountry and Transport for Wales services run frequently to Cheltenham to allow customers to complete their journey.

Between 1 Jan 2025 and 30 May 2026, 6,357 services were planned to run between London Paddington and Cheltenham. 210 (3.30%) services terminated short, of which 190 (2.99%) were terminated short at Gloucester.

Services may be cancelled altogether or terminated short for a number of reasons, including infrastructure issues, trespass, inclement weather, or issues relating to the train operator such as crew shortages.

In most instances, terminating services short at Gloucester will be to minimise wider disruption for customers, and where Great Western Railway, CrossCountry and Transport for Wales services run frequently to Cheltenham to allow customers to complete their journey.

Between 1 Jan 2025 and 30 May 2026, 6,357 services were planned to run between London Paddington and Cheltenham. 210 (3.30%) services terminated short, of which 190 (2.99%) were terminated short at Gloucester.

The rail Minister recently met with Great Western Railway and Network Rail to emphasise the need for improved punctuality on services, including those between London and Devon. A key challenge currently affecting performance is a significant issue with defective engines on Hitachi trains, which form the backbone of these routes. We are urging Great Western Railway to prioritise repairs and restore reliability as quickly as possible to deliver better service for passengers.

My officials receive regular updates from Great Western Railway (GWR) with regard to its train fleet. Detailed maintenance arrangements are a matter for GWR, its maintenance providers and the rolling stock owning companies. GWR works closely with its maintainers and the supply chain to source parts to maintain the trains as required. In recent months GWR working with Hitachi has seen more consistent availability of its intercity fleet. The procurement of 26 Class 175 trains will also provide additional rolling stock resilience across the network.

My officials receive regular updates from Great Western Railway (GWR) with regard to its train fleet. Detailed maintenance arrangements are a matter for GWR, its maintenance providers and the rolling stock owning companies. GWR works closely with its maintainers and the supply chain to source parts to maintain the trains as required. In recent months GWR working with Hitachi has seen more consistent availability of its intercity fleet. The procurement of 26 Class 175 trains will also provide additional rolling stock resilience across the network.

Officials regularly discuss ticket offices with Great Western Railway, including those in Wiltshire, on behalf of the Secretary of State. Any changes to ticket offices in relation to regulated stations covered by Schedule 17 of the Ticketing and Settlement Agreement must be made following the Ticketing and Settlement Agreement process and Secretary of State guidance.

The Great Western Route Modernisation Programme was estimated to cost £2,967m at the time of the 2015 Business Case. The outturn cost for the Programme in 2021/22 was £3,863m.

Any assessment of the impacts described would need to be carried out by the promoters of the Western Rail Link to Heathrow if it were to be required to support the expansion of the airport.

Passengers using the line between Bristol Temple Meads and Chippenham are benefiting from the bi-mode rolling stock introduced in 2019 as part of the Great Western Route Modernisation programme. These trains are delivering faster and more reliable end to end journeys for passengers.

Electrification of the line between Bristol Temple Meads and Chippenham was deferred in 2016. Passengers on this line are benefiting from the bi-mode rolling stock introduced in 2019 which are delivering faster and more reliable end to end journeys. No subsequent assessment has been made since the deferral of electrification on this line.

Ministers have met with both Great Western Railway and Network Rail on operational performance which is the Secretary of State’s key focus for improvement. Recent performance for Network Rail has improved including the infrastructure on the mainline around Twyford. Improving signalling is part of an ongoing project between Network Rail western region and Great Western Railway.

Old Oak Common station design has been reviewed, and it was concluded that considering programme, cost, and railway impacts as well as required operational flexibility, the best and only viable option is to continue with the existing design. The 8 platforms within the conventional station include the four fast line platforms, principally to be used for the Great Western Railway, and four relief line platforms principally used for Elizabeth Line passengers. Detailed modelling and analysis are ongoing to determine the optimum service pattern under different scenarios, and to inform decisions on calling patterns and frequencies at Old Oak Common.