Crime and Policing Bill

Lord Hendy Excerpts

Committee stage
Wednesday 7th January 2026 Lords Chamber

[Baroness Morgan of Cotes (Non-Afl)]

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”.

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.

[Lord Hendy (Lab)]

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.

--- Later in debate ---

[Lord Hanson of Flint (Lab)]

I will give consideration to that with my colleagues in the Department for Transport. As somebody who travels every week on the train to this House, “See it. Say it. Sorted” appears on my journey on a number of occasions—in my case, in both English and Welsh. The noble Lord makes a valid point: there should be an acceptance and acknowledgment that the type of antisocial behaviour which he has referred to, at a low level, can be intimidating for individuals. The ability to undertake physical violence in the extreme form that allegedly took place in Huntingdon—I have to use the word “allegedly”—and the low-level abuse that might occur are significant issues. Transport staff on railways, from whichever railway company, and the teams that are operating require the support of the state to give them that back-up.

Under the current legislation, I believe that my noble friend’s amendment is not necessary. However, the general principle that we have heard from the noble Baroness, Lady Morgan, and other speakers, including my noble friend and the noble Baroness, Lady Pidgeon, via the noble Lord, Lord Goddard of Stockport, is absolutely valid and was well worth raising. I hope that I have been able to give assurances on that and that the noble Baroness, Lady Morgan, will withdraw her amendment.

[Lord Hendy (Lab)]

My Lords, I wonder whether my noble friend the Minister could find time in his busy timetable to see me and the RMT about this, because I did not quite understand what the distinction was between the creation of an offence of assaulting a retail worker at work, in Clause 37, and assaulting a transport worker at work, as in my amendment. I take the point about an aggravating factor in sentencing but the question is really about the creation of an offence. It seemed that there might be room for further discussion outside the Chamber.

[Lord Hanson of Flint (Lab)]

My noble friend mentioned his noble kinsman, my noble friend Lord Hendy of Richmond Hill, who is the Transport Minister. The British Transport Police are the responsibility of and answer to the Department for Transport. My other noble friend Lord Hendy is the Minister responsible for transport. If I may, I will refer that request to the Minister directly responsible for that policy in this Bill, so that they can consider what my noble friend has just said.

There is a distinction between the existing legislation that I have mentioned, which provides security against attack for public-facing workers, and the Clause 37 issue, which we have already debated. We may undoubtedly return to this on Report in several forms but, in the meantime, I would be grateful if the noble Baroness would withdraw her amendment.