Terrorism (Protection of Premises) Bill

Lord Faulkner of Worcester Excerpts

2nd reading
Tuesday 7th January 2025 Lords Chamber

[Lord Faulkner of Worcester (Lab)]

My Lords, it has been a humbling experience to sit through this debate and listen to every speech, for a number of reasons. The most important is the degree of expertise from all over the House from so many different angles—whether the police, the Church of England, former Ministers, lawyers, academics or other experts—who are united on the purpose of this Bill and want to see it work and for it to be brought into effect as soon as possible. I share that view completely.

I will, though, as the Minister will know, raise a subject which I hope he can be even more helpful on tonight than he has been in private meetings about it. I declare my interest as president of the Heritage Railway Association, which represents around 200 lines and railways around the country. They are run largely by volunteers but attract several million visitors a year and make a major contribution to the tourism economy.

The title of the Bill makes it clear that it is to deal with the security of premises: buildings like the Manchester Arena, profitable organisations running huge events for thousands of visitors with the paid resources to provide comprehensive security protection for visitors and the professional expertise to manage it. I whole- heartedly support that aspect of the Bill.

However, I underline the points made by my noble friend Lady Ritchie of Downpatrick about the heritage rail sector. I am sure the drafters of the Bill did not have in mind when they were putting it together the case of a small country station run by a handful of volunteers and providing a unique visitor experience, which is just able to cover its costs, often with the help of generous donations from those who work on the railway. Originally it looked as though the Bill would treat the big arena and the small station the same. If that had happened, it would certainly have undermined the future of some—maybe many—railways already reeling from the escalating cost of fuel and raw materials. But, importantly, the Minister has moved on that, which I welcome.

Like the noble Baroness, Lady Ritchie, I talked to Robert Gardiner, the chairman of the Downpatrick and County Down Railway, one of the member railways of the HRA, which has a long history of dealing with the very real terrorist threats that existed in Northern Ireland for many years and has direct experience of being used as part of a terrorist plot in the past—fortunately, directed not at its passengers but, sadly, at the British Army.

Mr Gardiner made the point that the railway is happy to work with the security authorities to protect the safety of the railway and its passengers without special legislation, but the crucial words are “reasonable” and “proportionate”. They are the key words for the small and impecunious volunteer organisations which need to be supported and taken account of in the consideration of the Bill.

There is a case for the security of heritage railways to be dealt with in the same way as for the national rail network in Great Britain, which is outside the scope of the Bill because its security is managed by the Department for Transport through the national rail security programme. This programme does not currently apply to heritage railways but there are many similarities, particularly at the around 40 stations used for interchanges by both heritage and mainline railways. I hope the Minister may be able to give me some encouragement that they at least will be treated alike and that the heritage sector will not be treated any differently.

The Minister was kind enough to write to me on 23 December. It was actually to me that he wrote just before Christmas, not to a Member of the House of Commons. He clarified in his letter some of the areas where doubt existed. He told me that the Home Office has decided that while heritage railway stations should be included within the scope of the Bill, rather than covered by the Department for Transport’s national rail security programme, the Bill would not apply to the trains themselves nor to the railway line linking the stations—again, an important assurance. That was very helpful in making the scope of the Bill clearer, but it would be more helpful still if that clarification was included in the Bill. I hope the Minister may be willing to consider this in the later stages of the Bill’s passage.

There is the question of stations. They are not big structures like a concert hall but are generally a collection of small buildings of a former country station, more akin to a sports ground with a pavilion, which could actually be exempt from the Bill. It would be really helpful if that could be recognised in the schedule dealing with premises to include enclosed buildings but to exclude open platforms or those covered simply by an open canopy.

A proper transition period is important, and the Minister has agreed to that. I was originally going to ask him for two years rather than one year, but he has already made it clear that that is the Government’s intention. A proper transition period is important because budgetary provision will need to be made for training and physical works as well as for undertaking the analysis of risk as newly defined, and for carrying out the work. So that is helpful, and I warmly welcome it.

I am particularly grateful to the Minister for his courtesy in convening the all-Peers meeting yesterday which I and a number of your Lordships attended. He is aware of the concerns that I have and has listened carefully to them, and I hope that the modest amendments I have proposed to table will clarify and make the Bill more workable and less onerous on smaller enterprises which would otherwise struggle with it. He encouraged me to table amendments for Committee and I intend to do so.