Police Reform and Social Responsibility Bill

Debate between Lord Bradshaw and Baroness Hamwee

Tuesday 24th May 2011 Lords Chamber

[Baroness Hamwee]

I have a number of amendments in this group. Like other noble Lords, I found the draft of the memorandum of understanding that we have seen useful as a narrative but disappointing in that it seems hardly to tackle the difficult issues. It would be inappropriate for the memorandum of understanding simply to say in other words what the Bill, or Act as it will become, says. It must go further and deeper. There is a lot that could be cut out, but noble Lords are identifying a lot that needs to be covered.

Amendment 69AA, on the supplementary Marshalled List, provides for any protocol or memorandum of understanding to be one of the items that must be considered when the police and crime plan is reviewed. Clause 5 lists other items, but we should recognise that a document such as this will be in existence and should be acknowledged in statute. I appreciate that the Minister will want to talk about whether the protocol should have statutory force when she discusses that with other noble Lords.

Amendments 82 and 83 deal with Clause 10: “Co-operative working”. My simple proposal is that victims of crime and their representatives—I am thinking of various voluntary organisations—should be included among those who work co-operatively and should be brought in to the arena. Similarly, arrangements for obtaining the views of the community, covered by Clause 14, should include those who have been the victims of crime and those who support them, because their views should be obtained and made good use of.

Finally, the Local Government Association asked me to table Amendment 231 on community safety partnerships. The Bill transfers the Secretary of State's authority to commissioners. The amendment would delete the transfer so that authority would remain with the Home Secretary. Noble Lords might be surprised to hear me advocating the retention of a Home Secretary's power: it is not what I normally do. However, the LGA is concerned—and I share its concern—that the introduction of police and crime commissioners could undermine the partnership working that is in place, introduce ambiguity for community safety partnerships over the role of the commissioner and undermine the ability of the partnerships effectively to deliver results. The LGA warns of tension between the differing political mandates of commissioners and local authorities. I remind the House that it speaks on a cross-party basis. It says that to keep the authority over CSPs with the Home Secretary at national level and encourage close collaborative working at local level would be for the best.

[Lord Bradshaw]

I will speak to Amendments 231A, 231B, 234ZA and 234ZB standing in my name. They relate to the British Transport Police. That body is unique and not, as far as I know, subject to the idea of elected commissioners. However, it polices our railways and goes back in its origins to the days when transport policemen were the signalmen on the railway who looked after the conduct of trains.

We have moved on a bit and the transport police now are more or less corralled within the boundaries of the railway, so that they cannot exercise their powers outside the railway unless explicit guidance or agreement has been reached with the county force or its successors. These amendments would extend the jurisdiction of the transport police to make them responsible for policing transport interchanges. Nearly every railway station has a car park, a bicycle place and somewhere where people catch the bus. People need to be assured of their safety throughout their journey. Some research I had done about 18 months ago showed that according to the estimates made by the Department for Transport, 11.5 per cent more journeys would be made on public transport if passengers felt more secure. I am not pretending for one instant that letting the transport police embrace the precincts of a station would put that all right, but I know that the moment when people get off a train and transfer to another means of public transport, even walking down the street, is when they feel most vulnerable and is probably when they are most likely to be attacked.

I am not asking for more money to be given to the British Transport Police, which is, in fact, a matter for the Department for Transport, rather than the Home Office, but it is important that some real force is put behind the guidance. Actually, there is no guidance. Informal arrangements exist in some places, and they work, but they are informal. To take an example I know well, at Reading station, which has extensive bus stops, car parks, some of them rather nasty, and cycle racks, the police cannot even deal with disorder in the park that was built as part of the station but is outside the limits. We want to use the manpower at the Government’s disposal in the best possible way to promote the interests of passengers, and the British Transport Police force is, to a large extent, paid for by the train operating companies .