Mayor’s draft transport strategy

Report: 5
Date: 23 November 2000
By: Commissioner

Summary

The MPS welcomes the intentions contained with the Mayor’s draft Transport Strategy. The purpose of this paper is to inform the MPA’s response to the strategy, particularly in respect of the possible implications for the MPS.

A. Supporting information

Introduction

The Mayor is required "to develop and implement policies for the promotion and encouragement of safe, integrated, efficient and economic transport facilities and services to, from and within Greater London". The Mayor regards transport as having the highest priority for London’s new government.

The MPS acknowledges the importance to London, both as a service provider and as a major employer, of having an efficient, safe and accessible transport system. The MPS fully supports the overall aims and intentions of the Mayor’s draft Transport Strategy.

This strategy is seeking to address a complex range of issues, many of them outside the police remit, however some of these do have policing implications which extend beyond those issues traditionally considered to be the domain of traffic policing.

Improving public transport

A key element of the strategy is to encourage greater use of public transport within London; particularly the bus. In order to achieve this there is a need to improve both the efficiency of the system and its attractiveness to the customer.

One of the Mayor’s key strategic intentions is to improve 'whole journey personal safety' as a means of encouraging greater use of public transport and increased levels of walking and cycling. The MPS view is that the concept of 'whole journey' personal safety encompasses:

• conventional road safety issues;
• personal safety in respect of crime (assaults, thefts etc.) for those using or working on public transport;
• personal in respect of crime for those walking and cycling;
• reduction in the fear of crime; and
• protection of public transport and infrastructure from crime.

In order to achieve this range of improvements, it is essential that policing activity be driven by coherent, co-ordinated and integrated intelligence. This can best be achieved by the MPS retaining its overall role in respect of both conventional traffic policing and crime policing.

The MPS is concerned that a proliferation of distinct patrolling agencies in London could undermine the desired integration of intelligence driven activity. Furthermore the emergence of a separate London roads policing body (ie: a London highway patrol) would risk undermining the holistic approach that is essential to delivering 'whole journey personal safety'.

An efficient, effective and safe public transport system which meets the needs of our staff both police and civilian, many of whom work shift duties, is to be encouraged and welcomed.

Enforcement

A key element of the draft strategy is the application of enforcement measures. Initially enforcement is called for in order to reduce congestion, ensure bus priorities and improve traffic flows. At the same time enforcement action is envisaged to impact upon quality of life and fear of crime issues particularly around the public transport system.

Although work on Boroughs is well advanced in dealing with fear of crime and street crime generally there are only isolated examples of operations specifically targeted at the transport system. Furthermore as a result of competing crime demands, enforcement of minor traffic offences has not been a main priority for the Service for some time.

There are potential enforcement implications for the MPS with the introduction of congestion charging:

• the potential for civil disobedience related to the operation of enforcement cameras incidents on the inner (boundary) ring road and nearby strategic network roads;
• a suggestion that the MPS could have temporary involvement in congestion charging enforcement pending the development of a fully automated enforcement camera system. Whilst it is appropriate for the MPS to undertake any potential street enforcement element it is not appropriate for the MPS to be involved in the subsequent collection of penalties. This latter element would have the potential to undermine police public relations;
• however, we recognise that congestion charging enforcement systems provide a significant opportunity to contribute to preventing and detecting crime including terrorism. The MPS is therefore enthusiastic about taking a lead in working with others to maximise the intelligence potential of such a system. This provides an opportunity for us to create a co-ordinated and comprehensive approach to crime as well as traffic issues.

Decriminalisation

The Strategy seeks to increase enforcement through decriminalisation of offences.

The MPS supports the decriminalisation of the BLEC (bus lane enforcement camera) system.

Decriminalisation of the Red Routes would require a decision on the future role of the Traffic Warden Service. The TWS are an integral part of policing the capital and in addition to supporting local policing, at both planned and spontaneous events to control and facilitate movement of traffic and pedestrians, they also contribute to crime intelligence. (Work is presently in hand to review the powers and duties of MPS Traffic Wardens.)

Decriminalisation of further traffic offences needs to take account of:

• the impact on personal safety and public order if the power to stop passes from police jurisdiction to a wide variety of organisations;
• loss of criminal intelligence;
• likely impact on longer term future of the TWS.

The MPS would not support the creation of a separate enforcement agency for the following reasons:

• it would be impossible to completely separate traffic policing duties from policing generally , e.g. investigation of fatal collisions;
• the MPS would lose valuable sources of intelligence;
• it would undermine our ability to respond to major incidents eg: terrorism, spontaneous major incidents and public order events; and
• the presence on London’s streets of two separate policing agencies would undermine accountability, performance standards and the holistic approach required to embrace 'whole journey personal safety' (see paragraph 7). It would also compromise effective communication and create confusion for members of the public who are seeking a 'single point of access' to policing services.

Policing powers and skills are in demand to undertake direct enforcement (obstruction and bus lanes etc) in addition to supporting the enforcement work of others (dealing with those that fail to register vehicles or assaults on staff). Increasing Traffic Wardens powers to be able to stop vehicles and deal with minor moving traffic offences would enhance our road policing capabilities.

There is an opportunity to develop working arrangements with others that also have an enforcement role within the transport arena. The MPS are keen to play a major role in maximising the effectiveness of all those involved eg: parking attendants and other patrolling agencies. This links with the opportunity being presented by the introduction of congestion charging (paragraph 10) and the overall anticipated benefits would include increased sharing of information and support between partners.

'Power to stop'

The MPS recognises the importance of including the use of the 'power to stop' as part of any enforcement strategy to do with the use of a vehicles on a road.

There are implications for police and the public if a variety of other uniformed agencies were given the 'power to stop'. These include personal security, public disorder and increased demand on police to resolve disputes, reassure the public and deal with non-compliance.

Road safety

The MPS fully supports the proposals to improve the safety, and security, of all users of London streets and view our commitment to Working for a Safer London to embrace not only 'crime' but also issues related to road death, injury, damage and fear on the road.

The importance of an informed partnership approach to addressing risks is acknowledged and the MPS will work with others who have the responsibility for delivering engineering and educational interventions.

Other issues

Environmental issues
The MPS has a large fleet of motor vehicles covering approximately 65m miles per year and we recognise the need to set an example, as a major London public sector employer, by reducing vehicle mileage and thus contributing to reducing congestion and improving the environment, whilst maintaining service delivery standards.

Education and publicity
The long term need to win 'hearts and minds' in order to secure lasting change in behaviour, whether it is regarding modal choice or to reduce risks, requires a partnership approach. Success in this area will reduce conflict and the need for enforcement action.

B. Recommendations

1. That the MPS acknowledges that it has a duty/role to contribute with others to achieving this strategy.
2. That MPS should undertake any congestion charging street enforcement but not be involved in the subsequent collection of revenue.
3. That MPS retain the MPS Traffic Warden Service and enhance their road policing powers and role.
4. That MPS does not support the creation of an additional road policing organisation within London.
5. That MPS retain control of the power of the right to stop vehicles.
6. That MPS has a responsibility to develop and implement an environmental MPS transport policy.

C. Financial implications

There are financial implications for the MPS in terms of:

• resources required to undertake additional enforcement demands;
• direct congestion charging costs (vehicles used for police purposes but not treated as exempt e.g. officers’ use of private vehicles on duty);
• indirect impact of congestion charging on recruitment and retention of staff (particularly those who are required to work unpredictable hours and shift work);
• the MPS may need to seek further exemptions.

D. Review arrangement

MPS and MPA will be consulted further during the period Jan-Mar 2001.

E. Background papers

The following is a statutory list of background papers (under the Local Government Act 1972 S.100D) which disclose facts or matters on which the report is based and which have been relied on to a material extent in preparing this report. They are available on request the Clerk to the Police Authority.

• Mayor’s Draft Transport Strategy, Assembly and Functional Bodies Consultation Draft - October 2000

F. Contact details

The author of this report is Ian Brooks, Chief Inspector, MPS.

For information contact:

MPA general: 020 7202 0202
Media enquiries: 020 7202 0217/18

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