Northern Ireland legislative consent granted, Scottish and Welsh legislative consent sought. Relevant documents: 33rd and 41st Reports from the Delegated Powers Committee, 11th Report from the Constitution Committee, 5th Report from the Joint Committee on Human Rights.
356A: After Clause 109, insert the following new Clause—
“Duty to prevent violence against women and girls on trains(1) The British Transport Police must take all reasonable steps to prevent violence against women and girls on trains.(2) In subsection (1), “violence against women and girls” means abuse aimed at women and girls including, but not limited to—(a) rape and sexual offences;(b) stalking;(c) upskirting;(d) domestic abuse.(3) “Reasonable steps” in accordance with subsection (1) must include—(a) data sharing arrangements with rolling stock companies in relation to cases of violence against women and girls, and(b) participation in rolling stock design to ensure trains are designed to minimise incidences of violence against women and girls.”
My Lords, I had hoped, as the Minister knows, that we might have reached this amendment last month, in the same week the Government published their long-awaited violence against women and girls strategy—which would have been appropriate—but I left him to debate another extremely important issue. It is a pleasure to open the proceedings on the Bill in 2026 with this amendment.
I am sure all noble Lords support the Government’s ambition of halving violence against women and girls. The challenge with any such strategy is of course in its delivery. Securing safer public spaces for women and girls is essential, and safer streets was of course a key demand, and continues to be, following the terrible murder of Sarah Everard. But there are of course many places where women and girls feel unsafe, and that includes trains and public transport.
I noted this paragraph, on page 65 of the Government’s December strategy, which is headed “Every corner of public life will be safe”:
“Women and girls must both feel safe and be safe in every aspect of public life. … Safety is not just about reducing risk, it is about creating environments that foster confidence, dignity, and freedom of movement. Design and planning are critical tools in achieving this. Well-lit streets, accessible transport, and thoughtful urban design can deter violence, reduce opportunities for harm, and send a clear message that public spaces belong to everyone. By embedding considerations of VAWG into planning and transport guidance, we can ensure that safety is built into the fabric of our communities, making public spaces welcoming and secure for all. To support this, we”,
the Government,
“will update national design guidance to reflect a VAWG perspective, ensuring that safety considerations inform how public spaces are designed”.
My Lords, it is a pleasure to follow the noble Baroness, Lady Morgan of Cotes. My proposed Amendment 356F is complementary, in a sense, to hers. My amendment would create a specific offence of assaulting a transport worker at work. It would be an equivalent protection to that given to retail workers by Clause 37 of the Bill, and there is of course existing legislation protecting emergency workers. I confess to a certain unease in proposing specific offences for specific groups of workers, but in the case of transport workers there are particular circumstances which justify an offence to protect them.
There has been a marked increase in violence against transport workers. Of course, the situation was highlighted by the multiple stabbings at Huntington on 1 November 2025. But violent offences against rail staff increased by 35% in 2024, according to the British Transport Police Authority. The overall increase in both incidents and the severity of violence against transport workers is to be noted. Of course, it is not just railway workers; transport workers protected would include those on the Underground, the Metro, trams, ferries and buses, and all other transport workers.
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The problem has been exacerbated by cuts to the funding of the British Transport Police, which faces a shortfall of £8.5 million for the year 2025-26 and has been awarded just a 4.6% increase in funding, compared with the request that the force made for 9.8%. It is estimated that around 1,000 additional officers are required to restore protection to historic levels. Instead of that, some 500 posts are due to disappear by the end of the year 2025-26. The British Transport Police Authority figures suggest that police presence on the railway has dropped by one-third since the year 2009-10. A survey of 6,000 RMT members in transport reported in 2025 that nearly two-thirds had been assaulted in the past year.
There can be no doubt that the privatisation of rail and bus networks has led to cancellations, delays and overcrowding, which in turn have contributed to passenger anger, which has created an environment in which there is criminal behaviour by a very few. The Government are addressing those more fundamental issues, not least by the Great British Railways legislation, with regard to which, of course, I pay respect to the work of my noble kinsman. But I suggest that this amendment would be a useful adjunct to these measures and added protection to our hard-pressed transport workers, who showed heroic dedication to their duties during Covid.
I believe that the amendment or at least its purpose is supported by the British Transport Police, the Rail Delivery Group, Network Rail and Stagecoach, the bus operator, as well as the RMT, which asked me to draft it. I hope the Minister can find a place for the amendment or something like it in the Bill, or at least meet me and other supportive noble Lords and the RMT to discuss ways in which this specific problem may otherwise be addressed.
My Lords, I speak particularly in support of Amendment 356A in the name of my noble friend Lady Morgan of Cotes. I hope that the Minister might see fit to include this in the Bill, as the noble Lord opposite argued for his amendment. It is difficult to find the right Bill. The Railways Bill is one possibility; I have tried to put some aspects into the Crime and Policing Bill but was told that it was not the right place; and now I am told that the English devolution Bill is not the right place—but we will keep seeking it.
I am particularly supportive of the comments that my noble friend made in moving her amendment on protecting public spaces, and not just on the tragic case of Sarah Everard but on one that is closer to home for me: that of Claudia Lawrence. As I mentioned briefly before the House rose in December, Claudia Lawrence disappeared in the most bizarre circumstances, walking from her flat to work as a chef at York University, and has never been seen since. The police inquiries have been intermittent, partly ongoing and partly not, and obviously this is causing extreme regret and anxiety to her family, not least to her mother, who I remain in contact with.
I should declare an interest: I was not the MP when Claudia disappeared, but I tried to help her family subsequently when, for five years, I was the MP for Malton. I believe that this Bill could be the right opportunity to address these issues; in particular, serious and aggravated attacks on women on public transport. It affects every age group—younger women perhaps feel more vulnerable, but as one gets older one thinks about what time of day or night one should be travelling. Elderly men are also affected, but attacks on women are a particular problem that my noble friend is right to address. Might she or the Government seek to expand this to public spaces to make sure that, where there are incidents, there can be closure for families—such as in the case of Claudia Lawrence, so that her mother, Joan, can find some settlement and closure?
My Lords, I am grateful for this short debate. I would like to widen it a little beyond railways. I am blessed in living in Greater Manchester at the heart of a major Metrolink tram network, which has many similarities to the railways. There are often very few staff late at night, particularly on the trams, and women and girls are especially vulnerable on those occasions. This Bill, if it is not just about the rail network, may be the better Bill to cover these issues and ensure that women and girls are safe and protected from violence on our whole public transport network.
My Lords, it is Amendment 356F from the noble Lord, Lord Hendy, that attracts me to the Chamber, although I do not necessarily share his arguments or reasoning. The main purpose of my speaking, the Minister will not be surprised to hear, is that it affords an opportunity for me to highlight again that the Government’s decision to introduce in Clause 37 a new offence of assault against a retail worker—and only a retail worker—risks creating a new problem.
As I have said before, I know that the Government’s intentions are good and I have no desire to mount a campaign against Clause 37, but the fact that a new offence of assault against a retailer is otiose does not mean that it will have no negative effects if it causes other public-facing workers to believe they are not protected if assaulted. As I have argued before, the workers referred to by the noble Lord, Lord Hendy, clearly will be protected without his amendment—because they will be—but I worry about people fearing that they will not be, deterring employees from exercising the delegated authority that we need them to exercise to uphold good order when in charge of a public place or space.
It is because of this that I urge the Minister—he and I will continue to have this discussion, which he knows I look forward to very much—to think again. I find it hard to understand how the Government can legislate for some and not others in this way. While it is not where I would start, we have to be very conscious of the unintended consequences of Clause 37, which the noble Lord, Lord Hendy, has highlighted today.
My Lords, I speak to Amendment 399 in the names of my noble friend Lady Pidgeon, who cannot attend today, and my noble friend Lady Doocey. This amendment would enable CCTV systems on the railways to be quickly available to the police and continuously for 30 days, alongside defining the technical standards to support this access. It is about ensuring that investigations on the railways can be carried out efficiently.
The amendment was first tabled by our colleague Daisy Cooper following a spate of bike thefts at St Albans station. In trying to resolve this issue, the correspondence from the British Transport Police was quite revealing. The CCTV system at St Albans station is operated by Govia Thameslink Railway—GTR—as part of a commercial franchise agreement. GTR manages CCTV across 238 stations, with over 6,000 cameras. Although British Transport Police and other forces have established information-sharing agreements with GTR and similar operators, these agreements are designed to govern data management, including storage and access protocols. They do not constitute contracts with commitments to supply CCTV footage within specific timeframes or of specific volumes.
Currently, there are no provisions for rail franchise agreements that mandate specific service levels for supplying CCTV footage—it is not established in law yet. While this may change over coming years, as the franchises may be nationalised, this remains an issue. Unlike council-owned CCTV systems, which often feature integrated platforms allowing direct access, many rail CCTV systems are standalone, not remotely connected. Retrieval often requires physical visits to stations, which can delay access, and sometimes operators impose limits on the duration and length of footage they can supply.
While I acknowledge that these are challenges resulting from the current franchise arrangements, which will gradually be resolved, other constraints are rooted in the operational systems. I am aware that in September, the Government announced that they will be providing funding of almost £70 million so that Network Rail can make some improvements to CCTV. Although this is welcome, Amendment 399 would ensure that a legal obligation exists, and I hope the Minister will look carefully at the issues we are raising today.
In rising to support Amendment 356A in the name of my noble friend, I recognise that the problem will probably be enforcement, and the answer may have to be a lot more British Transport Police routinely patrolling certain trains.
I also want to raise another issue which affects women. The amendment deals with the big crimes—rape and other sexual offences, stalking, upskirting and domestic abuse—but women and girls also suffer bad behaviour on trains. For example, if a woman or girl gets on to a train and the only seat left has some yob’s rucksack on it, how many would say, “Could you move your rucksack, please?” They would probably stay silent, afraid that if they did speak up, they would be attacked.
The same things happen late at night, when groups of youths have been drinking and are making a noise or playing their music loudly, causing a complete disturbance. A few weeks ago, I had the guts to tell someone to take his feet off the seats, and he did. But I wonder how many women and girls would actually take that action, asking people to turn the music down, behave themselves, stop the swearing and loutish behaviour, and stop throwing their empty beer cans about. Women will not do that sort of thing—they will not take action—and are therefore suffering.
I do not have an answer to this problem, but it has to involve improving behaviour on trains generally. Perhaps, like the US Transportation Secretary, who told people to dress properly on planes and not like scruffs just off the beach, we should say similar about Great British Railways: when you are on trains in future, behave yourselves, because women and girls are suffering.
My Lords, this has been an interesting short debate. I thank all noble Lords who have contributed to this group of amendments, each of which addresses the issue of safety on our public transport networks, whether of passengers, workers or those tasked with policing them. The amendments before us reflect genuine concern about how effectively our current frameworks protect people from violence, intimidation and abuse in transport settings, and they deserve careful consideration from the Minister.
I begin with Amendment 356A, tabled by my noble friend Lady Morgan, which would place a duty on the British Transport Police to
“take all reasonable steps to prevent violence against women and girls on trains”.
Violence against women and girls remains an appalling and persistent problem. Just yesterday, the Government and Liberal Democrats joined together to defeat a Conservative amendment to the Sentencing Bill that would have exempted sexual offenders and domestic abusers from the automatic presumption of a suspended sentence. For victims of sexual assault or domestic abuse, the distinction between a custodial sentence and a suspended sentence is not an abstract policy question; it is the difference between knowing that their abuser has been removed from the community, and knowing that they remain at liberty.
That point is reinforced by the Government’s recent recognition of the scale of the problem. Violence against women and girls has been described by the Home Secretary as a “national emergency”. The Government have trialled domestic abuse protection orders to track domestic abusers. But the most effective way to protect victims is to ensure that offenders face custodial sentences for their crimes. A Government who oppose that principle are not a Government who can claim to hold violence against women and girls as a priority.
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Turning to this amendment, I think that the Committee should be aware that, since 2021, there has been an alarming rise in violence against women and girls on our railways—it is up 59%. Sexual offences specifically have risen by 10% and harassment is up 6%. To put this in actual numbers, in 2022-23, there were 2,475 sexual offences; that was up from 2,246 the year before. In 2021, 7,561 crimes against women and girls on railways were recorded by British Transport Police; that had risen by 2023-24 to 11,357.
It is therefore no surprise that these crimes are now classed as a national emergency by the National Police Chiefs’ Council. Due to this, nearly two thirds—63%—of women say they avoid travelling alone, and even women who continue to use public transport often undertake what is called “normalised behaviour”, like being very choosy as to where they sit or assiduously avoiding making eye contact with any fellow passengers.
Of course, numbers tell only half the story. For each survivor of an offence or an attempted offence, their experience stays with them, as we heard just in the last couple of weeks in the powerful testimony given by Her Majesty the Queen. But there are of course many others who have bravely shared their experiences of vulnerability in a place that they should not feel vulnerable at all. It is clear from the numbers I have just given to the Committee that action is needed to ensure measures can be put in place to reduce this level of crime against women and girls on our national rail network, and the Government need to take a lead on this.
This is, of course, a probing amendment. The wording in subsection (1) would place a clear duty:
“The British Transport Police must take all reasonable steps to prevent violence against women and girls on trains”.
Subsection (2) sets out what such abuse could entail but is not limited to those offences. Subsection (3) sets out what “reasonable steps” must include. The reason that this is a probing amendment is that I suspect that the Minister will tell me shortly that this is not the right Bill for such an amendment, so I want to take this opportunity to say that, while I might have some limited sympathy for his argument—
He is looking slightly surprised, so perhaps I have pre-empted his argument or that is not the argument that he is going to make, in which case I will be delighted. But if it is, Ministers will not be able to use the same argument in the forthcoming Railways Bill, where the Government will be accepting a clear responsibility for what happens on trains operating as part of their newly nationalised services.
The reason for subsection (3) is that enforcement after the event for perpetrators is not sufficient if the Government are to stand any chance of cutting violence against women and girls by 50%. Prevention is key to achieving anything like that goal. The suggestion in subsection (3) about what could constitute “reasonable steps” is vital if we are to move to a preventative and safety-by-design model. A crucial first step would be, as the amendment suggests, the sharing of data about cases and levels of violence against women and girls between the British Transport Police and the rolling stock companies. Of course, this is not just about violence against and women and girls in relation to passengers but is highly relevant to female staff operating on the rail network.
Following Royal Assent of the Passenger Railway Services (Public Ownership) Bill 2024, the Department for Transport instructed DfT Operator to assume responsibility for train operators’ ownership in England and provide
“safe, secure and sustainable transport”.
However, since then, there has been no clarification as to how this will occur. These amendments provide a way in which there can be a review of safety issues and standards on trains.
Better and more synchronised technology, subject to government standards and fitted at the point that a train is manufactured, would truly create that safe, secure and sustainable transport. It would also ensure that the Government could have true oversight of this issue and that all modern technology and innovation used by rail operating companies to help drive confidence in passengers, especially women, that are used by manufacturers subject to a gold standard. In addition, as long as manufacturers have the option not to include extra specifications that cost them money but do not seem to bring them monetary benefit, and merely bring societal benefit, they are less likely to install such measures, especially in the current economic environment, where every penny will count.
It is worth remembering that the previous Government created the secure stations scheme, which emphasised collaborative working and station design that deters crime and aids the safeguarding of vulnerable individuals. Using advanced technologies created by innovative companies that provide rolling stock with custom-made parts and technology, these amendments would allow the extension of this scheme to further improve passenger confidence. Just including more CCTV is insufficient. Design features such as improved lighting deployed by companies such as Belvoir Rail are very relevant here.
This amendment is an early opportunity for the Government to show that they are ready to stand behind their December violence against women and girls strategy. It would also demonstrate that delivery of the strategy is a priority across all government departments and is not just being left to the Home Office. I beg to move Amendment 356A.
Amendment 356A from the noble Baroness, Lady Morgan, would put a duty on British Transport Police to take steps to prevent violence against women and girls on trains. This is a national emergency: one in four women have experienced domestic abuse, and a woman is killed by a man once every three days. Given that fewer than one in six victims of rape or attempted rape report their assault to the police—the reasons cited including that the police would not believe them or could not help them, or that they would not be understood—and given that only 2.6% of rape offences result in a charge or summons, it is crucial we do everything we can to assist in this process.
We fully support specialised teams tackling violence against women and girls in every police station, including British Transport Police stations, and we welcome the Government’s overall work in this important area.
The amendment also raises the issue of rolling stock design. As the railway comes under public ownership, there is a real opportunity for the Government to lead on the right design of the interior of their new fleets of trains; procedures to cut out crime and ensure safety and accessibility for everybody should be the heart of that design. However, it should be noted that the rolling stock would not be publicly owned; rather, it would continue to be leased, as now. That issue may need to be looked at again.
Amendment 356F from the noble Lord, Lord Hendy, would create the offence of assaulting a public transport worker, which is similar to the offences of assaulting retail workers and emergency workers. We are sympathetic to this amendment but as the noble Lord himself indicated, the wording may need refining. However, the principle behind it is clear, and it is obvious that protection is needed.
This is an important group of amendments that addresses the safety of our railway networks, systems and travelling public. I look forward to the Minister’s response to the many serious points that have been raised.
In the year ending 2024, police recorded more than 106,000 sexual offences in England and Wales—an increase of around 10% on the previous year. Women continue to report feeling unsafe on public transport, particularly during off-peak hours and at night. This amendment recognises that prevention must go beyond enforcement alone. Its emphasis on data sharing and engagement with train design reflects the reality that safety is shaped by visibility and co-ordination. These are practical, forward-looking measures that deserve serious engagement from the Government. I hope the Minister considers them carefully.
Amendment 356F, in the name of the noble Lord, Lord Hendy, proposes a new offence of assaulting a public transport worker. Abuse and violence directed at front-line transport staff has increased markedly in recent years, with British Transport Police data showing a significant rise in assaults on railway employees. Public transport workers perform an essential public service, often in challenging circumstances, and they should be able to do so without fear of violence or intimidation.
Amendment 399, tabled by the noble Baroness, Lady Pidgeon, addresses a long-standing operational problem: inconsistent and delayed access to railway CCTV footage. Timely access to high-quality CCTV is often critical to identifying suspects, supporting victims and securing prosecutions. Establishing clear legal requirements for accessibility and technical standards would help to remove the barriers that currently frustrate investigations and undermine confidence.
Taken together, these amendments highlight a broader concern. Although the Government have articulated ambitions around tackling violence against women and girls and improving safety on public transport, there remains a gap between aspiration and implementation. Too often, victims, police and front-line workers encounter fragmented responsibilities, inconsistent standards and slow operational responses. What is needed is clear leadership, stronger co-ordination between agencies and a willingness to embed prevention into the everyday operation of our transport networks.
We on these Benches are clear that public transport must be safe and accessible for all, and that violence, whether against women passengers or workers, must be actively prevented, not merely responded to after the fact. I look forward to hearing from the Minister how the Government intend to ensure that the objectives reflected in these amendments are delivered in practice and how they will translate stated commitments into real-world safety improvements.