Memorandum submitted by the Department
for Transport
INTRODUCTION
1. The purpose of this memorandum is to
provide the Transport Select Committee with an account of the
Department's Review of the British Transport Police (BTP). The
memorandum includes information on:
— the background to the review;
— the terms of reference of the review;
BACKGROUND
2. On 11 October 2005 the Secretary of State
for Transport announced in Parliament a review of the BTP.
3. His decision to review the BTP was made
in the context of the current review of the 43 local police forces
in England and Wales being undertaken by the Home Secretary. The
Home Secretary's review does not cover the BTP. In light of the
proposals for major restructuring of policing in England and Wales,
the Secretary of State considered it right to review the role
of the BTP.
4. In addition, the BTP has had to focus
on continuous change, especially in relation to security, as well
as their more traditional duties. Further, public expectations
in relation to policing of the railways have risen.
5. The Secretary of State therefore decided
to examine the functions of the BTP and consider whether some
or all of these are best carried out by a national force, regional
forces or, indeed, by the industry itself, with the aim of ensuring
that policing of the railways is fit for the 21st century.
TERMS OF
REFERENCE
6. The terms of reference for the review
are as follows:
— To review the current structure,
resources, generic and specialist policing services provided by
the British Transport Police across Britain's rail network.
— To examine the current and future
needs and possible options to deliver the travelling public's,
the Government and rail industry stakeholders' requirements to
deliver an effective and efficient policing service.
— To compare the policing of the rail
network community with that of other modes of transport to establish
any differences or similarities in policing approaches, responsibilities
and accountabilities that may apply.
— To consider any changes in funding
arrangements required as a result of any changes in policing arrangements
arising from the review.
— To ensure this review takes account
of the emerging outcomes of the Home Secretary's review of police
force structures.
OPTIONS EXPLORED
7. Preliminary findings identified several
options although two were identified as worthy of further consideration:
The BTP's activities are refocused
The refocused BTP would carry out high volume
but low level policing services related to the operational aspects
of the railway network. The rail industry might assume greater
responsibility for the security of its assets and passengers.
The BTP would develop strong working relationships
with the new Strategic Forces in relation to counter-terrorism
activities and provide intelligence, as appropriate, in respect
of Protective Services carried out by the Strategic Forces.
Strategic Forces adopt responsibility for all
transport
The BTP would be disbanded and its roles and
responsibilities split on a geographical basis between the Strategic
Forces. Each Strategic Force would be responsible for policing
of all transport modes and infrastructure (rail, metro systems,
light rail, trams, buses, roads etc). A national rail policing
agreement would be set up between Network Rail and each of the
Strategic Forces to provide rail policing services to the national
rail network. London Underground, the DLR and any light tram schemes
would be free to enter into agreements with the Strategic Force
in their area to provide policing of their services and assets.
Each TOC/FOC would be required to enter into a Service Level agreement
with each of the Strategic Forces covering its services, based
on the specific requirements of the TOC/FOC.
8. The option of a refocused BTP was recommended
for further consideration in order to maintain a specialist railways
police force, with an emphasis on `specialist', ie a specialist
force providing specialist services to the rail industry that
would not normally be undertaken or given a high priority by a
Home Office Strategic Force under their present duties.
9. Under this option, Strategic Forces would
take the lead on all Protective Services in their area and BTP
would be not be resourced to duplicate the expertise that already
exists in local Forces and will exist in the new Strategic Forces.
This means, for example, that the BTP would not investigate murder
or serious fraud.
10. The Secretary of State would give directions
and guidance to the BTP Authority (BTPA) to set out the role and
responsibilities of the new refocused BTP. The guidance would
stipulate that the BTPA should have specific contracts with each
of the TOCs, FOCs and Network Rail. However if a FOC or TOC wishes
to enter into agreement with a new Strategic Force to provide
additional policing services it should be possible for them to
do so.
11. The other option under consideration
would see the BTP abolished and the responsibility for policing
sections of the rail network and the LU pass to the Strategic
Forces covering the relevant geographical area. The funding of
rail policing services would be fundamentally changed and would
be no different to that of any other private sector organisation.
Individual rail companies already pay business rates for office
premises and Network Rail pay business rates on behalf of the
rail industry for the rail network. If individual rail operators
require a dedicated police presence or additional level of service
on their premises that would not be provided under normal policing
priorities the rail operator would negotiate that additional requirement
with the relevant Strategic Force and the operator would pay for
those dedicated services. If operators require additional services
from time to time to carry out specific initiatives, for example
policing of football trains, those services would also have to
be paid for.
12. The rail industry would assume greater
responsibility for providing security services, eg gating and
its own rail enforcement officers to reduce the need for basic
"policing" activities. This will allow the rail industry
to develop more cost effective solutions which are focused on
their own experiences of crime on their areas of the network.
13. If Network Rail required dedicated policing
of the rail infrastructure owned by Network Rail but not leased
to TOCs or FOCs, for example lineside areas, depots and Network
Rail's portfolio of major stations, Network Rail would determine
its needs and would negotiate with the relevant Strategic Force
a Service Level Agreement for policing of its assets. NR would
recover their costs through either the Track Access Agreement
or some other appropriate charging mechanism. This will provide
a level of transparency not necessarily provided under the existing
system.
14. Under this option the users would become
more informed buyers of services allowing a better spread and
access to police services. The potential savings from not having
to pay for the BTP could be redirected into more bespoke initiatives
to reduce crime based on the users' local knowledge of the area.
NEXT STEPS
15. The Secretary of State has asked that
further work be carried out by the Review Team to develop further
the refocused BTP option. The Review Team will consider the implications
of the changes involved and will work closely with the industry
and BTP/BTPA.
16. The Review Team is aiming to complete
this further work by April. No final conclusion will be made until
the outcome of this work is complete.
6 March 2006
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