I accept that, but you will find that that will merely reinforce the point that I am about to make, which is this: what is the definition of “railway property”?
The definition of railway property in the bill, at proposed new section 85M(1) of the Police and Fire Reform (Scotland) Act 2012, provides a list, which specifically includes
“a station”
and
“a train used on a network”.
Without a track safety certificate, a police constable would not be able to enter a station that I am perfectly entitled to walk into any time I choose to do so although I do not have a track safety certificate. Furthermore, I can enter and use a train without having a track safety certificate but amendment 6 would prohibit a constable from being able to exercise that same right.
Proposed new section 85M(3) of the 2012 act makes further reference to the definition of “railway property” in the Railways Act 1993. Section 83 of the 1993 act states that a station
“means any land or other property which consists of premises used as, or for the purposes of, or otherwise in connection with, a railway passenger station or railway passenger terminal (including any approaches, forecourt, cycle store or car park), whether or not the land or other property is, or the premises are, also used for other purposes”.
Therefore a police constable—who is a constable, whether on duty or not—would be prohibited from cycling to a station and putting his bicycle in the car park, and from purchasing a ticket in the station booking office, because he is not permitted to be there without a track safety certificate. He would also not be permitted to use a train to travel to another destination.
It actually goes further than that. There are already circumstances where police constables, as part of their job with Police Scotland, enter the tracks without track safety certificates—that would be prohibited by amendment 6. For example, there is a level crossing on the eastern outskirts of Inverness. Police in hot pursuit of a criminal fleeing an act of criminality would, without a track safety certificate, be unable to progress across that level crossing on to the railway to pursue a criminal if amendment 6 were agreed to. In terms of a construct that is trying to give effect to the policy position that is being espoused, it does not work at a practical level.
I turn to amendment 4, in the name of Douglas Ross, which is the lead amendment in the group. My specific question is: who needs to have track safety training? In the past week, we have seen Police Scotland officers supplementing BTP officers, going on patrol on the concourse of Waverley station without track safety certificates. We can see the quite proper collaboration that currently takes place.
Who should determine what training particular constables require for particular tasks? I do not think that it is the duty of MSPs—or, for that matter, the duty of the minister—to determine that. It is an operational matter for the chief constable to determine.
It is entirely proper that the initial training of constables should refer to the duties that Police Scotland will exercise in relation to railway policing if the bill is passed, and constables should be familiar with the constraints on a constable’s proper actions.
The same applies to armed police. To be blunt, if a policeman who is not qualified to be an armed policeman is standing adjacent to an armed policeman who falls over and drops his gun, I am dubious as to whether that policeman should pick up the gun because they do not know about handling guns.
Only people who are properly trained should engage with the dangers that are specific to the environment of railway policing. However, amendment 4 comes to a very different conclusion.
Essentially, amendment 5 follows on from amendment 4. I have no particular objection to the provision of annual reports to ministers and Parliament about what is going on in the police force. If we are talking about information on a necessary part of training, that is all well and good.
However, with regard to the issue of limiting access to stations, it is clear that the amendments in the convener’s name simply do not serve the intended policy purpose. There appears to be an almost deliberate attempt to make it impossible for Police Scotland officers to continue to discharge the duties that they currently perform without any reported difficulties in relation to certain aspects of what is currently, and would be in future, defined as “railway property”.