Lord Davies of Gower (Con)

My Lords, I rise to speak in support of the amendments tabled by the noble Lord, Lord Faulkner of Worcester, to Clause 2. These amendments seek to clarify that, in determining the number of individuals reasonably expected to be in the premises of a railway station, the capacity of railway vehicles used for the conveyance of passengers should not be included in that calculation. These are sensible and necessary amendments that will help ensure the effective and proportionate application of this legislation. Railway stations are fundamentally distinct from other types of qualifying premises covered by the Bill and, like entertainment venues, shopping centres or other high-traffic locations, railway stations are dynamic environments where the number of people present fluctuates significantly throughout the day based on train schedules, peak travel times and unfore- seen delays. As I have mentioned in some of my remarks already today, there is a need for flexibility in this Bill if we are to get the right balance with appropriate protection of premises without prohibitive and overburdensome measures that actually make it difficult for businesses, charities, sports clubs and events to operate effectively. Flexibility is something we will be exploring in Committee, and I hope the Minister will engage with us constructively to deliver a Bill that gets this balance right. I support Amendment 10. Including the capacity of railway vehicles in the threshold calculation would be both impractical and potentially misleading. Railway vehicles operate as transient spaces that are distinct from the physical station premises. The fact that a station services trains with a large capacity does not necessarily correlate with a high concentration of individuals on the station premises at any given time. This distinction is critical for ensuring that security measures are proportionate and targeted to actual on-the-ground risks. Moreover, including railway vehicle capacity would create undue complexity for station operators. They would be required to factor in varying train schedules and seating configurations, which could lead to fluctuating security obligations that are difficult to predict and manage. Such an approach risks creating administrative burdens without delivering meaningful improvements in public safety. Of course, our new publicly owned passenger railway operators will be able to bear the burdens of additional protective requirements but, as the noble Lord, Lord Faulkner, has rightly pointed out, the Bill may hit smaller organisations that will be much less able to implement these measures. It is also worth noting that security requirements for railway vehicles are already subject to separate regulatory frameworks. The focus of this Bill should remain on the physical station premises, where crowd management, access control and other security measures can be more effectively implemented. By clarifying that railway vehicle capacity is excluded from the threshold calculation, this amendment would ensure that resources were directed where they were most needed—on the station premises where passengers congregate and interact. Finally, the amendment would provide much-needed clarity to station operators and regulators alike. It would remove the ambiguity around how thresholds are calculated and help ensure a consistent and practical approach to security across the rail network. I will also speak to Amendments 16, 17 and 18. These clarify important aspects of the Bill concerning railway premises, particularly heritage railways, the rail network in Northern Ireland, and open-air or partially roofed railway stations. Amendment 16 addresses the position of joint stations shared by heritage railways and the national rail network. Heritage railways are an invaluable part of our nation’s industrial and cultural heritage. They not only provide a vital link to our past but serve as tourism hubs that contribute significantly to local economies. These heritage stations often operate under light railway orders or orders under the Transport and Works Act 1992 and are distinct in their function and operations from the national rail network. The amendment would ensure that these joint stations were not inadvertently caught up in burdensome security requirements that may be inappropriate for their specific operational contexts. Many heritage railway stations are small, community-focused operations run by volunteers who simply do not have the resources or capacity to implement the same security measures as major national rail hubs. The amendment provides much-needed clarity, helping heritage rail operators focus on maintaining their services without undue regulatory burdens. Amendment 17 seeks to avoid the inclusion of Translink, Northern Ireland Railways, within the scope of the Bill. As noble Lords will appreciate, the railway system in Northern Ireland operates under a different legislative framework; namely, the Transport Act (Northern Ireland) 1967. Including it within the provisions of this Bill risks creating confusion and inconsistency between jurisdictions. By making it clear that Translink is excluded, the amendment helps to respect the distinct legislative and operational framework in Northern Ireland while allowing for a more coherent and targeted application of the Bill. Finally, Amendment 18 addresses the scope of the Bill concerning railway stations and premises. It rightly clarifies that the Bill applies to buildings and not to open platforms or those covered by canopies with open sides. This is a crucial distinction. Open platforms and partially roofed stations present different security challenges compared to enclosed buildings. They are inherently more accessible and often lack the physical infrastructure required to implement comprehensive access control and security measures. Attempting to impose building-specific requirements on such premises would not only be impractical but be unlikely to yield meaningful security benefits. In conclusion, these amendments demonstrate a thoughtful and nuanced approach to the complex and varied nature of railway premises in the United Kingdom. They strike an important balance between enhancing security and recognising the operational realities of heritage railways, the Northern Ireland rail network and open-air railway stations. I urge the Government to accept the amendments and commend the noble Lords who have tabled them for their diligence and foresight. The amendments offer a pragmatic and proportionate solution that enhances the clarity and effectiveness of the Bill without compromising security. I urge the Government to accept them and recognise their importance in supporting the safe and efficient operation of our railway stations.