Before I discuss the other options, it is important for us to recognise that the Government will make policy decisions on matters and then pursue them. For example, we made a policy decision that we would try to reduce the number of children who are cross-examined in our courts, and then we consulted on how we could ensure that that happened. That is not based on whether it should happen or not. It is about taking that policy forward to its implementation. That is what we have done with the BTP.
However, let us consider the options. The model that we are developing just now was one of the options that was advanced by the BTP and the BTPA. They suggested three models, prior to legislative competence for railway policing being given to the Parliament.
First, there is the model that we are pursuing.
Secondly, there was a model that involved changing the name of the organisation—I think that it was to “transport police Scotland”. That was a cap badge change and it did not deal with the fact that railway policing is now devolved and that we have to put a structure in place. That did not seem to be viable.
The third option was to consider having some sort of statutory accountability to the Parliament or to the SPA, while at the same time also having a line of accountability through the British Transport Police Authority, the Department for Transport and the Secretary of State for Transport, which in my view would have created greater confusion. It was difficult to understand how that would have created a sustainable line of accountability, because BTP policing in Scotland is a very small element of the BTP’s work across the whole of the UK. It was difficult to imagine how we would have asserted a level of accountability at a Scottish level that would have resulted in decisions being made across the rest of the UK. If there were disputes, how would they be resolved? My view was that that option would potentially have created greater confusion around accountability on such issues.
That brings us to the option that we are taking forward, which is that railway policing should be integrated, with a clear line of accountability to the chief constable, the Scottish Police Authority, the Parliament and the people of Scotland. There is greater transparency for how that will be taken forward.
I suppose that there is a fourth option, which could be to have a stand-alone transport policing constabulary in Scotland. Keep it in mind, however, that the BTP in Scotland has just over 200 officers. That option would not be sustainable, and such a force would not have the capacity to operate as a service with that level of personnel. In my view that would not have been a viable option.
Having clear accountability, a single command structure and specialist railway service delivery through Police Scotland, with access to the wider, specialist resources that Police Scotland has as and when necessary and on a routine basis, offered the best option to pursue, in our view, because we could not see how the other options would be viable.
10:30