British Transport Police/ Police Scotland Merger

Stuart C McDonald Excerpts

Tuesday 6th March 2018 Westminster Hall

[Douglas Ross (Moray) (Con)]

I beg to move,

That this House has considered proposals for the merger of British Transport Police Scottish division with Police Scotland.

It is a pleasure to serve under your chairmanship, Mr Hollobone. We had a slight wait for you to take the Chair, but I know better than most that the match cannot start without a referee, so it is good to have you in your place. I thank the Backbench Business Committee for allowing us time for this debate, as well as all right hon. and hon. Members who supported the application—in particular, the hon. Member for East Lothian (Martin Whitfield), who joined me in front of that Committee to present our case for the debate. I refer Members to my declaration in the Register of Members’ Financial Interests. My wife is a serving police officer: a police sergeant with Police Scotland.

I want to divide my remarks into three sections: the process from the Smith commission to the vote in the Scottish Parliament approving the proposed merger; where the process got to and the pause announced last month; and finally, the next steps and, I hope, the opportunities for the British Transport police Scottish division.

Early in my remarks—before any Scottish National party Members jump up with interventions diligently provided to them by party researchers—I would like to note that the merger of the British Transport police into Police Scotland is wholly different from what was proposed in the Conservative manifesto. I strongly opposed from the outset the SNP plans in Scotland. Our plans in the UK manifesto pledged to protect specialist policing at a UK level by bringing together the Civil Nuclear Constabulary, the Ministry of Defence Police and British Transport police. That is a completely different approach from the one supported by the SNP, which is to rip the Scottish operations out of the extremely successful British Transport police and merge them into Police Scotland—which has itself been beset with problems since its inception and formation as an amalgamation of eight regional forces.

[Stuart C. McDonald (Cumbernauld, Kilsyth and Kirkintilloch East) (SNP)]

Having sat through the various stages of the Bill at the Scottish Parliament, the hon. Gentleman will be more aware than anyone else that the Scottish Government and Police Scotland have gone out of their way to give assurances that the transport police function and specialism will be preserved even after the merger. What is the difference between that assurance and the assurance given by the UK Government?

[Douglas Ross]

What is different about that assurance is that the Scottish Government could not even deliver it by 1 April 2019 as they proposed. The assurances were so weak that even the joint programme board had to finally accept that it was not going to happen and the services could not be protected as they had said they would be.

[Stuart C. McDonald]

That is not a fair categorisation of what the board said at all. It said progress had been made in some parts of the merger process, but not in others. The hon. Gentleman has not answered my question about what is different about the Scottish Government’s guarantee to preserve the police specialism and the functions for the transport police, and the UK Government’s guarantee.

[Douglas Ross]

As an example, the Scottish Government say that they would take the 280 or so full-time equivalent BTP officers in Scotland and merge them into Police Scotland with its 17,234 officers. That would not protect them, because if the officers within Police Scotland who wish to have a specialism in railway policing were first on the scene at a non-railway incident, they would be stuck with that incident right the way through. Currently, if Police Scotland are the first on scene at the railways, they can transfer that to a BTP officer when they arrive and vice versa. They could not do that. That is not protecting the current situation and the good work done by BTP officers in Scotland and across the country.

My opposition and the strong opposition from Scottish Conservatives in Westminster and Holyrood must not be considered as disrespecting the Smith commission and devolution settlement that followed. I agree that the functions of the British Transport police in Scotland should be a devolved matter—I just strongly disagree with the approach taken by the SNP Government.

There were and are other options to devolve the powers, but we know that they were never considered by the Scottish Government. Right from the start, the SNP had a blinkered view on its approach—unwilling to listen to expert advice, which opposed its plans, and unwilling to listen to the views of BTP officers, the British Transport Police Federation, rail unions and rail operators. Basically, everyone with considerable knowledge of railway policing warned the SNP against the plans, but they were ignored and the SNP marched on regardless. It only consulted on its preferred option: full integration with Police Scotland.

That was the first of many failures by the Scottish Government, who were unwilling even to consider alternatives put forward by the British Transport police authority as far back as 2015, which suggested giving increased accountability to the Scottish Parliament and giving the Scottish Government greater power over setting policing priorities. That was put forward by the BTPA, and ignored by the SNP Government, who only consulted on their preferred option.

[Stuart C. McDonald]

I wonder whether the hon. Gentleman can tell me whether the UK Government are going to begin to consult on their preferred option, as contained in the manifesto, or whether they are going to look at other options as well.

[Douglas Ross]

I wonder whether the hon. Gentleman is going to speak about the SNP policy that we are discussing today—the debate is about the proposed merger of the British Transport police into Police Scotland—or, as the SNP constantly does, does he just want to deflect attention somewhere else, shouting and screaming, “Look over there; don’t look at our failures in Scotland”? The SNP is letting Scotland down. This is yet another example of its centralisation plans, which seem to work in SNP heads and on a bit of paper, but do not deliver for the people of Scotland.

Every proposal was dismissed by the SNP. With the support of the Scottish Greens, the SNP Government forced through their plans. In the face of overwhelming volumes of evidence showing that this was a bad move that would dilute the service currently provided and potentially put rail users at risk, the Bill was passed in the Scottish Parliament. The plans were criticised by Her Majesty’s inspectorate of constabulary in Scotland for being entirely political. It also criticised the fact that no business case or due diligence outlining the benefits and costs was or had been prepared by the Scottish Government, saying:

“As the decision to transfer BTP’s functions in Scotland to Police Scotland was a Ministerial decision, no single, detailed and authoritative business case which articulates the benefits, disadvantages or costs of the transfer to Police Scotland was developed.”

That is shameful and unacceptable.

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[Douglas Ross]

I agree with the points made by the hon. Gentleman. Nigel Goodband and the BTP Federation have been strong advocates for the BTP maintaining its current form in Scotland, with its strong links with Police Scotland and across the rail network. They are strongly opposed, as many of us in this Chamber and indeed in Holyrood are, to the SNP’s plans for integration.

I have just quoted ACC Bernie Higgins from almost a year ago to the day saying that two years was a luxury. Even more recently, however, SNP politicians have been saying, “Everything is fine. Don’t worry about this. We’ll keep on moving.” On 24 January 2018 in the Scottish Parliament, my colleagues in the Scottish Conservatives, led by our justice spokesperson Liam Kerr, moved a motion calling for a pause, but every single SNP Member voted against that motion.

Not only did the SNP MSPs vote against, but they gave us some great quotes. Rona Mackay said:

“What more proof do the Conservatives need that the merger has been planned meticulously to ensure a smooth transition in 2019?”

She continued:

“It would be preposterous to pause the process while negotiations are on-going, so I urge the Conservatives to stop trying to derail the merger, which will make Scotland a safer and more secure place in which to live and travel.”

Her colleague, Fulton MacGregor, said that

“plans are going as expected and there should be no issue with integration going ahead on 1 April next year.”

Deputy SNP leadership candidate James Dornan said:

“The terms and conditions have been worked on regularly and I am pretty sure that, when they get to the merger, everybody will be happy.”—[Scottish Parliament Official Report, 24 January 2018; c. 54-64.]

It turns out no one is happy, because we will not achieve the merger on the timescale put forward by the SNP Government. They were wholly unprepared for the problems faced by a number of elements in the joint programme board, yet they were optimistic that everything would be fine, it could all be sorted out and, finally, they could get rid of the “British” from the name “British Transport police” operating in Scotland.

I want to look at a number of other aspects. We have had many useful briefings for this debate, and in particular I welcome the contribution of the British Transport Police Federation. A recently published study by Dr Kath Murray and Dr Colin Atkinson looked at the British Transport police merger in Scotland. It was published just before the announcement of a pause, but it included many useful pieces of information. For example, 83% of British Transport police officers in Scotland responded to the study to say that they were either very unsupportive or quite unsupportive of the merger plans—83% of our BTP officers in Scotland; that tells a story.

The study was also useful for some of the quotes of the respondents, which I want to read out. Speaking about the BTP Scotland merger, one officer said:

“It is being destroyed for political reasons. I am happy with my job and the way I am treated. It is an infuriating turn of events.

It is this political motivation which has angered officers most rather than any other issue.”

Another said:

“I find it incredible that a merger of this size has been allowed to progress without a formal business case outlining the benefits and risks.”

One final quote is:

“The communication throughout has been woefully lacking. Two years of talks; I am unsure what, if anything, has actually taken place.

The vacuum of information is filled with rumour and hyperbole which tends to affect morale.”

Those are just three of the comments made by officers who contributed to that study, but they are reiterated time and again by the British Transport Police Federation, which is standing up for its officers and opposing the merger.

[Stuart C. McDonald]

The hon. Gentleman is right to raise that survey, which will of course have to be addressed, but one of the key reasons behind those levels of opposition was, in essence, a sense of loyalty to the British Transport police as it stands. Does he not agree that the proposals in his party’s manifesto would receive a similar response if there was a survey on those as well?

[Douglas Ross]

I am unsure whether I have given way two, three or four times to the hon. Gentleman, yet he has still not mentioned his own party’s plans, which we are debating today—the SNP plans to merge the British Transport police in Scotland into Police Scotland. He only wants to ask about the Conservative plans; perhaps he should propose a debate on them to the Backbench Business Committee. I would gladly join him in Westminster Hall to debate those proposals, but today we are debating his party’s plans—dangerous plans for merging British Transport police into Police Scotland. We should focus our remarks on how damaging those plans are to police officers in Scotland, rail users in Scotland and indeed the operators.

The lack of a financial case has been highlighted a number of times. When I was on the Justice Committee, we concluded that the supporting financial memorandum did not provide enough detail on the expected cost of integration or on who should pay. We said at the time that that was unacceptable, and again the Scottish Government did not respond with the information required.

Another huge issue for the federation and officers was terms and conditions: the so-called triple lock that was promised by Michael Matheson as Justice Secretary and Humza Yousaf as Transport Secretary. There is a real vacuum on information available to our officers, who potentially were just 13 months from the merger—from leaving the force that they joined and were proud to serve in, to be merged into Police Scotland—yet still had no concrete detail on pay and conditions and on terms and conditions. Again, they have rightly felt let down by the Scottish Government in their negotiations.

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[Ian Murray (Edinburgh South) (Lab)]

As always, it is a great pleasure to serve with you in the Chair, Mr Hollobone. I do not want to echo all the remarks made by the hon. Member for Moray (Douglas Ross), whom I congratulate, along with my hon. Friend the Member for East Lothian (Martin Whitfield), on initiating the debate.

We are having this debate at a crucial point in the life cycle of the British Transport police and this issue, and I am delighted that it has been brought forward.

Let me say at the outset that all five parties that sat around the Smith commission table agreed that the Scottish section of the British Transport police should be devolved. No one suggests that it should not be; the questions are how it will be devolved to the Scottish Parliament, how it will subsequently be operated, and what that will achieve not only in Scotland but across the United Kingdom. Those are significant issues for everyone involved.

The issue really is safety. We know that the merger is driven by ideology—everything is driven by ideology for the Scottish National party—but safety is the issue.

[Stuart C. McDonald]

It is important to say that the merger is not driven by ideology. What does the hon. Gentleman think of the recent review of terror attacks in London by his colleague, Lord Harris, who aired the possibility that the London underground functions of the British Transport police should be considered for merger with the Metropolitan Police Service? Other Governments are thinking about these things, too.

[Ian Murray]

The hon. Gentleman has just highlighted that, in terms of terrorism, the Metropolitan police do not say that the British Transport police should be merged in the same way that is suggested in Scotland. I am glad we are having a discussion about terrorism. As I mentioned in an intervention, the BTP chair said that, in the light of terror attacks, any reorganisation of the British Transport police should be paused or halted permanently, on the basis that terrorism and the safety of the people of this country are the single biggest issue that the police service and security services deal with. Everyone should pause and reflect on why the Scottish Government have completely dismissed the British Transport police’s incredibly serious concerns about terrorism. As the biggest public safety issue, terrorism should be at the forefront of our minds. As I said, none of us wants the devolution of transport policing stopped; the question is how it is done in a way that ensures that the police service operates correctly.

It is not just politicians who say that—35% of BTP officers and 45% of BTP staff in Scotland say that they would probably leave the service if this integration went through. They have a great deal of pride in the service and safety that they provide to the public. Before my nationalist colleagues jump up and say that I am talking the police service down, let me say that the entirety of the police service—BTP and the police in my constituency—do a fantastic job in incredibly difficult circumstances. Great damage is being done to Police Scotland because of the botched merger of all the police forces to create that body, not because of individual officers, who do as much as they possibly can on the ground with the slim pickings of resources they are given.

To see how bad this integration would be, it is worth thinking about one of the basic grassroots issues—trains. They were discussed at great length on a cross-party basis when Lord Foulkes of Cumnock brought a debate on this subject to the House of Lords. There is no station on the border, on either the west coast or the east coast. In fact, no one could get a train into Scotland for four days last week. The last stations in England and the first out of Scotland on the UK main lines are Carlisle on the west coast and Berwick on the east coast.

[Ian Murray]

The service would be disrupted, and it would be an incredible waste of resources. If I may use these crude terms, we would need either English officers to stay on trains from Carlisle to Glasgow or from Berwick to Edinburgh, or—vice versa—Scottish officers to stay on trains going south. There will have to be some kind of agreement. None of that has been taken into account. That is why we welcome the pause in the integration and the fact that all these issues will have to be looked at.

[Stuart C. McDonald]

Will the hon. Gentleman give way?

[Ian Murray]

I will not, if the hon. Gentleman doesn’t mind, because of the time. Other people want to speak.

Many people have asked for a commissioning arrangement to be set up that would allow the Scottish Government to commission BTP services and the chief constable to be directly accountable to the Scottish Parliament—and perhaps even the UK Parliament—for the operation of the Scottish side of BTP. That arrangement would be based on a framework that everyone was happy with. The shadow Justice Secretary in Scotland, Daniel Johnson MSP, called for a pause, and I am delighted that one has been put in place. I hope that the Minister listens seriously to what the people who actually police our safety, our borders and our transport system say about how such a commissioning arrangement may work in the longer term.

The pension fund is a huge issue. No one has any confidence that the integration would be done properly, because the creation of Police Scotland was botched. I will not go into the VAT issue, but the SNP created a problem by ensuring that Police Scotland was no longer able to apply for section 33 VAT exemption. They said that it did not matter and blamed the UK Government for removing Police Scotland from the exemption. The UK Government then said that they would exempt Police Scotland again, and the SNP claimed victory and blamed the UK Government for its removal in the first place.

I use that example not to make a political point but to say that it is little wonder that police forces, police officers and people who work in the sector have no confidence that the integration can be done properly. The pension fund is a big issue. It is a small fund, and I understand from one of the pensioners in it that it is in surplus. Integrating it or taking away the safety net of the wider British Transport police pension fund would certainly be detrimental to current pensioners and future pensioners. I hope that the Minister will look very seriously at working with his Scottish counterparts to ensure that any integration is done properly and will look at the commissioning proposals.

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[Stuart C. McDonald (Cumbernauld, Kilsyth and Kirkintilloch East) (SNP)]

It is good to see you in the Chair, Mr Hollobone. I congratulate the hon. Member for Moray (Douglas Ross) on bringing the debate to the Chamber. This is clearly an issue that he feels passionately about—and quite right, too.

I start by paying tribute to the officers and staff of the British Transport police for their dedicated service and hard work in making safe the journeys of millions of passengers every day—not just on the rail network, but on services such as the London underground, docklands light railway, Emirates air line, Glasgow subway and others.

The officers of the British Transport police have been involved in some of the most difficult and dangerous incidents and policing operations in living memory, including the 1987 King’s Cross underground fire; dealing with numerous IRA bomb threats; rail crashes at Southall, Paddington, Hatfield, Potters Bar and Selby; and the response to the 7/7 terror attacks on underground trains near Edgware Road, King’s Cross and Aldgate. Whatever our views are on the future structure of transport policing, we are all united in offering our thanks to those officers and staff.

Although the British Transport police draws its authority from an Act of Parliament from 2003, it can trace its history back to 1830, allowing it to claim to be one of the world’s oldest police forces. Its history is also one of numerous reinventions and reorganisations to meet the challenges of the times. In the same way, each of the Governments of the UK are called on to make sure transport policing is prepared for current and future challenges. These are challenging times—or, as the British Transport police authority’s 2013 plan put it,

“a period that will require unprecedented change in railway policing”

to provide exceptional service quality at reduced cost.

Different proposals have come forward. As we have heard, in last year’s elections Conservative MPs across the UK stood on a manifesto that included the pledge:

“We will create a national infrastructure police force, bringing together the Civil Nuclear Constabulary, the Ministry of Defence Police and the British Transport Police to improve the protection of critical infrastructure such as nuclear sites, railways and the strategic road network.”

In London, Mayor Sadiq Khan commissioned a review by the Labour peer Lord Harris of Haringey into London’s ability to deal with a terrorist attack. Noting that the Home Office is currently exploring options for merging certain national policing functions, his lordship reported that

“if such changes are being considered, it is important that the benefits of fully integrating the MPS and the underground policing functions of the BTP are considered at the same time.”

The outgoing Met Police Commissioner said there was a “good argument” for a merger, because the current set-up is “confusing” and such a merger could achieve “improved operational effectiveness” in responding to terror attacks.

[Douglas Ross]

Will the hon. Gentleman clarify that the examples he has cited from other parties in the UK are quite different from the SNP’s proposal for Scotland—to merge a specialist force into Police Scotland, which itself is a relatively new body still struggling with its own merger of the eight regional forces into one?

[Stuart C. McDonald]

Of course there are differences between the various merger plans, but a variety of different institutions and Governments in the United Kingdom are having to make changes to how transport policing works. Indeed, the possibility flagged up in Lord Harris’s report is of integrating the specialist British Transport police on the underground into the more general Metropolitan Police Service.

In Scotland, the Scottish Government have decided that policing and public safety are best served by merging the recently devolved British Transport police into Police Scotland. That decision was debated in great detail in the Scottish Parliament, including by the hon. Member for Moray, but ultimately the Scottish Parliament backed that decision, passing the Railway Policing (Scotland) Act 2017, which is the first step in making that happen.

Without raking over old coals again, I do think that was the correct decision. Through the merger, the assets, resources and range of skills of the second-largest police force in the United Kingdom will be deployed routinely, rather than on request, on rail transport policing, just as for our roads, seaports, airports and border policing. That, together with clear assurances from both the Scottish Government and Police Scotland that specialist railway policing functions and the skill set of our transport police will be preserved after integration means that the merger’s objective is to not just maintain but enhance safety and security standards on railways in Scotland.

All those arguments are mirrored in Lord Harris’s report to Mayor Khan. Given the developments at the Home Office and the Conservative Government’s proposals, without the Scottish Government’s decision we might have ended up being the only part of the United Kingdom with a stand-alone transport police service, which would not have made much sense. It is not clear whether Conservative Members are arguing for that today.

Rather than reopen that argument, our task is to ensure that the considerable challenges of the merger are overcome, and that the inevitable and legitimate concerns and uncertainty for staff are addressed as thoroughly as possible. That is why a joint programme board was established. It was always the case that the timetable for the merger could change as progress was reviewed. While progress has been made in some areas, the board has recommended that the merger target date be extended beyond April 2019. That is regrettable, but it is right that the timescale is changed rather than the merger attempted at an impossible pace.

Meanwhile, Police Scotland has provided assurances that the right of any BTP member transferred to police the railway environment until they retire will be respected. There have been detailed discussions between the Scottish Government, the British Transport Police Federation and the Transport Salaried Staffs Association, and a guarantee has been pledged that secures jobs, pay and pensions through the course of integration.

Despite the picture that has been painted, there has been constructive engagement among railway operators, the Scottish Police Authority, Police Scotland and the Government. Unlike at present, a railway policing management forum is to be placed on a statutory footing to ensure rail operator engagement and accountability, and tasked with reaching agreement on the service, performance and costs of railway policing in Scotland. There has been positive engagement with the Transport Department at Westminster, where statutory instruments will be required.

I acknowledge that this has been and will be a challenging period for the British Transport police and current and retired staff. However, I believe this ultimately to be the best option for transport policing in Scotland—in fact, it is almost the only option. I trust that all parties involved will continue to work to make the transition as smooth as it can be.

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[Stuart C. McDonald]

Will the hon. Gentleman give way?

[Martin Whitfield]

I will not, because the hon. Gentleman has made a lot of interventions and had his chance to make a speech.

I hold no objections to the devolution of functions from the British Transport police to Police Scotland. In fact, the Scotland Act provides good scope for the transferral of such policing powers; yet, contrary to popular belief, a full merger under the devolution powers was not the only option.

The Smith commission preceded the publication of the Delegated Powers and Law Reform Committee’s report on the matter. The Committee produced a number of options, which offered a range of answers. Options 1 and 2 looked first to provide an administrative and legislative settlement that would provide political accountability to Holyrood and Police Scotland. Those options, which were ignored by the Scottish Government, would as a preliminary settlement still have carried the recommendations brought forward by the Smith commission. We would still be able to devolve the service without putting passenger safety at risk and casting the uncertainty over pensions and jobs that we have heard about today.

Option 3 was full-blown integration: the most complex route to answer the devolution statement. By opting for a full merger, the Scottish Government put dogma before the people and services that they should serve. We have heard—this is an example of an alternative administrative legislative settlement—that Transport for London funds more than 2,500 police officers across the Metropolitan police, British Transport police, and the City of London police. Those police tackle crime and antisocial behaviour, and they make people feel safer when travelling in London. British Transport police have responsibility for the tube, the DLR and other areas, and through their neighbourhood policy they cater for the particular needs of communities near the stations they serve.

We have considered the financial demands that the Police Scotland merger has created, the stress faced by officers who serve on the street, and the managerial integration that is proving so very challenging. We have heard discussions about terrorism: the British Transport police have a terrorist specialism based in London, as does the unit that specialises in murder on the transport network. That is because, unfortunately, that is the geographical area where such things occur the most, so the specialist teams are where they need to be.

Hopefully, this debate will highlight the financial impact of the merger and the genuine questions that Police Scotland and BTP employees have about pay and conditions. It is better late than never, and I am relieved that those concerns have put any merger on hold. However, the past refusal of the Scottish Government to consider alternative forms to devolution fails to rectify the issues under discussion.

The Scottish Government have questions to answer, but I also wish to pose three questions to the Minister. When does the Secretary of State plan to lay orders to transfer power under the Scotland Act? Has the Minister received any acknowledgement of discussions between Police Scotland and train operators to establish a railway policy agreement? What discussions have the Government held with their counterparts north of the border about the review of British Transport police integration by Audit Scotland? There are proposals, including the commissioning model, that are supported by BTP, rail users and other interested parties. Such solutions will deliver an transparent and accountable BTP for Scotland, and a fair, consensual devolution settlement that I hope all parties will get behind.

[Mr Paul Sweeney (Glasgow North East) (Lab/Co-op)]

Thank you, Mr Hollobone, for your efficient chairmanship of this debate. I commend the hon. Member for Moray (Douglas Ross) for securing it.

Last week we debated Scottish city deals, which examined one side of the devolution equation. This debate examines the other side of that equation, and looks at how effective the devolution process has been over the past 20 years. We are seeing the emergence of the Scottish Government as a Leviathan—an unwelcome Leviathan in many ways. The devolution process was never designed to be like this; it was designed to create institutions to facilitate collaboration and strong partnerships at all levels of government, including local government and with the UK Government. Devolution should never be considered an annexation of power; it should be about building strong partnerships that facilitate efficient collaboration. We need to rediscover that as part of the devolution settlement.

I wish to reflect on the process through which the Smith commission discussed the devolution of the British Transport police to the Scottish Government, and the spirit in which that was done. No one disagrees with the idea of devolution, but the manner in which the Scottish Government have subsequently managed it has been less than satisfactory. The Delegated Powers and Law Reform Committee presented three options for railway policing following the publication of the Smith commission’s report and the passage of the Scotland Act. Instead of consulting on which of those three would be the most effective, the Scottish Government instead railroaded through one simple option, with little room for stakeholders to affect the outcome. What sort of democratic devolved discussion and collaborative process is that?

Option 1 looked at administrative measures, including ways to increase alignment with Police Scotland initiatives and BTP’s accountability to Scottish institutions. It examined a new role for the Scottish Police Authority in scrutiny and performance, but that was disregarded. Option 2 considered legislative and administrative measures, including clarifying in statute arrangements through which the Scottish Government may give direction to the British Transport police authority. Under that option, the BTPA would retain responsibilities for pensions, employment contracts, and defraying the costs of policing to the rail industry. Planning and strategy setting for railway policing in Scotland would be reviewed to enable greater involvement by the Scottish Police Authority. Both options considered new branding for the BTP in Scotland, but again that was disregarded without any consultation.

The only option presented as a meaningful way forward was full integration, which was also deemed the most complex route. There was, however, no justification for it on that basis, so why were the other options disregarded out of hand? It is no surprise that the process has been halted, because its basis was clearly unsound from the beginning. That is why the chief inspector of constabulary in Scotland stated:

“The scope and scale of the challenges and complexity of the transfer should not be underestimated. It is not a merger of one complete organisation with another, but the partial extraction of a function from one organisation and its integration into another organisation.”

There is also a problem with staffing, morale, and the skills that are vital to sustaining the British Transport police across the United Kingdom. The Scottish Government seek to merge the BTP with Police Scotland, but they opposed the first two options on the grounds that they would not deliver a single command structure for policing in Scotland.

However, a single command structure is not necessarily desirable, because staff of the British Transport police want to maintain their integrity and their skills and specialisms. If they are removed from that structure and the only way to advance in the organisation is to move out of the rail division and into another part of Police Scotland, the dilution of the skills base will be self-evident. Why is that desirable? It is not, which is why it is necessary and key to maintain the discrete structure of the British Transport police in Scotland through other measures. Such dilution of the skills base is not desirable for staff or for efficient devolution.

For devolution to be a true success, we must examine both sides of the equation and ensure that local government, structures and institutions in Scotland are protected from the encroachment of Edinburgh. We must ensure effective collaboration among the Scottish Government, the UK Government and UK institutions to enable the most efficient management of those services in Scotland.

[Stuart C. McDonald]

Why would it be more difficult to retain a transport police function within a broader Police Scotland than to retain a firearms specialism, for example?

[Mr Sweeney]

Because opportunities for advancement within the British Transport police transcend the border—people can move between different regional divisions and they can learn different skills and benefit from training across the UK. It is desirable to maintain such opportunities, and on that basis the British Transport police structure in Scotland should be revisited. We should reconsider those three options and discuss them openly and with good intentions.

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[Alan Brown]

Obviously, I am not involved in the day-to-day workings, but it would depend where the incident was reported to. It is clear that working practices could be put in place, to be agreed between companies, about who to speak to about an incident and who would take charge.

[Stuart C. McDonald]

That sort of example would be no more challenging with respect to cross-border rail police than would an incident on the roads, for example. Immigration officers also surely have to cross borders regularly, and powers are created to allow people to operate across borders and overcome such difficulties.