Community Safety Plan - Transport for Londoncontent.tfl.gov.uk/9-Community-safety-plan.pdf ·...

1

AGENDA ITEM 9

TRANSPORT FOR LONDON

BOARD

SUBJECT: COMMUNITY SAFETY PLAN

DATE: 30 SEPTEMBER 2008

1 PURPOSE AND DECISION REQUIRED

This report provides a summary of the Community Safety Plan for Transport and Travelling in London 2008/09. It is presented to the Board for noting.

2 BACKGROUND

2.1 The Community Safety Plan for Transport and Travelling in London is a joint annual publication between TfL, British Transport Police (BTP), Metropolitan Police Service (MPS) and the City of London Police (COLP). 2008/09 is only the second year that a Plan has been produced. The Plan set out TfL and partners’ vision, priorities and activities to increase community safety and security across the whole transport system, so that all journeys are safe and feel safe, free from the fear of crime and the anti-social behaviour and incivility that drives fear of crime.

2.2 The Community Safety Plan was considered by the Safety, Health and Environment Committee at its meeting on 16 September. The Committee recommended its submission to the Board.

3 SUMMARY OF THE 2008/09 COMMUNITY SAFETY PLAN

3.1 Strategic Priorities and Approach

The 2008/09 Plan confirms the vision and strategic priorities set out in the first annual plan. The four agreed strategic priorities are:

• To improve the perception of safety and security on the transport system

• To reduce anti-social behaviour on the transport system

• To reduce crime on the transport system by focusing on priority crimes

• To reduce the number of people killed or seriously injured on London’s roads as a result of criminal or anti-social behaviour.

3.2 The Plan sets out a five pronged approach to make progress towards the strategic priorities:

• Enforcement of the law to tackle crime and anti-social behaviour.

• Education including work in schools, media and public awareness.

2

• Engagement, for example uniformed officers in local policing teams engaging with passengers and staff to fully understand and address their concerns.

• Environment including measures such as CCTV and lighting to help design out crime.

• Continuous and rigorous evaluation to assess the impact of all activities and learn from what we do.

3.3 The Plan supports the Mayor’s vision and focus on tackling poor behaviour, incivilities and low-level crime - such as fare evasion and criminal damage, in order to drive out more serious crime. The Plan sets out how the Mayor’s investment in increasing the number of uniformed police on the bus network, Overground rail and in cab enforcement will reduce crime and anti-social behaviour, provide public reassurance and increase public confidence in travelling around London.

Joint Action Plan for 2008/09

3.4 The Plan’s main chapter is the 2008/09 Action Plan which outlines new and on-going activities. Responsibility for progressing these actions is shared between TfL, the MPS, BTP and CoLP and others through the strategic multi-agency London Transport Community Safety Partnership. Highlights from the 2008/09 Action Plan include:

• Setting up of a workplace violence unit by the MPS in partnership with TfL to tackle assaults on staff working on the bus network.

• Enforcing a ban on people drinking alcohol on Transport for London’s services.

• Increasing the number of police officers to tackle illegal taxi touting and to crack down on sexual assaults by drivers.

• Developing the Together for London campaign to encourage considerate behaviour by all passengers.

• Increasing the number of MPS officers and Police Community Support Officers by 440 providing dedicated reassurance teams at transport hubs.

• Updating the TfL Streetscape guidance to fully incorporate designing out crime measures.

• Educating children across all London’s secondary school about safe and considerate travel, the responsibilities that go with the ZIP oyster free travel concession and the penalties for not following TfL’s behaviour code.

• Publishing information for the public mapping transport crime and anti-social behaviour across London.

Crime, disorder and anti-social behaviour on the London transport system

3.5 The Plan also includes a summary of the findings from a strategic assessment of community safety on the transport system completed in January 2008. Key findings include that the peak time for robbery on the bus system is between 3

3

and 5 pm. Violence peaks at 5pm and spikes again late at night. Criminal damage on the bus network is heavily skewed towards the outer London boroughs. There is little correlation between the pattern of crime on the transport system and public perception of safety, but there is a far stronger relationship between anti-social behaviour – such as drunkenness; passengers travelling in large groups, shouting, swearing and threatening – and poor confidence in the safety of travelling.

Performance in 2007/08

3.6 Over the last two years crime rates on both bus and London Underground/DLR have decreased. Crime is now at its lowest rate of 15 crimes per million passenger journeys. The biggest changes over the last year have been in the level of robbery (51 per cent reduction on LU/DLR; 32 per cent on bus and 57 per cent on London Overground) and criminal damage (30 per cent on LU/DLR and 24 per cent on bus).

4 CRIME AND DISORDER/ SUSTAINABILITY/ EQUALITIES / RISK MANAGEMENT IMPLICATIONS

Crime and Disorder

4.1 TfL is subject to section 17 of the Crime and Disorder Act 1998. This places a duty on public authorities to give due regard to the likely effect on crime, disorder, anti-social behaviour and substance misuse in the exercising of all its functions, and do all that it reasonably can to prevent crime and disorder. The Community Safety Plan is a public expression of TfL’s activities to fulfil the requirement of section 17.

Sustainability

4.2 Poor perception of safety of the transport system, and concerns about cycle theft are two of the major impediment to people switching from private car use, to public transport, walking and cycling. The priorities and activities in the Community Safety Plan will contribute to modal shift and improve the quality of life of people travelling around the Capital.

Equalities

4.3 Reducing crime and anti-social behaviour, and increasing public perception of the safety and security improves accessibility to the transport system. Fear of crime and poor perception of safety is not evenly distributed across the population – women, people of ethnic minorities and older people are far more likely to avoid using public transport because of fear – so further exacerbating social exclusion. As well as general measures to reduce crime and anti-social behaviour, and improve perceptions, the Community Safety Plan sets out specific actions to reduce sexual assaults, address hate crime and make travelling safer for children.

5 RECOMMENDATION

5.1 The Board is asked to NOTE the 2008/09 Community Safety Plan for Transport and Travelling in London.

1

Community Safety Plan for Transport and Travelling in London 2008/2009

Travelling safely around London is of the utmostimportance to Londoners. The Mayor iscommitted to taking a firm approach on all crimeto improve safety and security on London’stransport system.

Drinking alcohol on public transport in London hasbeen banned since June 2008 sending animportant message to Londoners that behaviourwhich passengers find intimidating will not beaccepted.

Both the Metropolitan Police Service and BritishTransport Police have increased their visiblepresence on public transport. New teamsdedicated entirely to policing bus hubs areproviding enhanced safety for passengers andothers passing through the transport hub;Operation Tyrol will roll-out from the initial threehubs during 2009. Since June young people havebeen using the Zip Oyster cards for free bus andtram travel and the Mayor’s Payback Londonscheme will be introduced in 2009.

I am pleased that this year's Community SafetyPlan for Transport and Travelling contains furtheractions to take forward safety on London’stransport for passengers and staff, to strengthenaction against illegal mini-cabs, increaseenforcement action against fare evasion andagainst dangerous drivers of bicycles, motorbikesand cars.

As Deputy Mayor, I welcome this Plan which willbenefit everyone who travels in London, whetheron foot, by bike, vehicle or on public transport.

Foreword from Kit Malthouse Deputy Mayor of London

2


3


1

5

7

8

10

12

18

19

21

30

34

40

49

50

Contents

Foreword from Kit Malthouse, Deputy Mayor of London

Introduction from Peter Hendy, Commissioner forTransport for London

Introduction from Ian Johnston - Chief Constable ofBritish Transport Police, Mike Bowron - Commissioner forthe City of London Police and Sir Ian Blair - Commissionerfor the Metropolitan Police Service

Vision and strategic priorities

Delivering the strategic priorities

Joint Action Plan 2008/2009

Funding and performance management

Performance indicators

What do we know about crime, anti-social behaviour andperceptions of safety on the transport system?

Challenges ahead for community safety on the transportsystem

Highlights 2007/2008

Performance summary 2007/2008

Endnotes

Appendix A, Glossary of terms

4


5


the low level disorder and anti-social behaviour(ASB) that concern passengers.

I am committed to working with our partners todeliver the strategic priorities set out in this Planand will ensure that the safety and security of thenetwork remains a high priority for TfL. Thetransport system is a low crime environment, butwe are not complacent. TfL will continue to strivewith its partners to further reduce crime, ASB andfear of crime on and around the transport systemto deliver the safest transport system in theworld.

This is the second Community Safety Plan for thetransport system in London and I am pleased tosay it is published at a time when passengernumbers on the network are higher than they haveever been and the rate of crime on the networkcontinues to fall.

I am also glad that for the first time this Plan hasbeen produced in full partnership with the BritishTransport Police (BTP), City of London Police(CoLP) and Metropolitan Police Service (MPS). It isa further illustration of the collaboration,alignment and joint working between ourorganisations to make London’s transport systemeven safer.

In 2007/8 Transport for London (TfL) and itspartners delivered a number of initiatives thathelped improve safety and security on thenetwork. These initiatives strengthened by theefforts of our staff and key partners havedelivered the lowest rate of crime on the networkfor four years. There was over a 10 per centreduction in crime on the transport system in2007/8 compared to the previous year.

Due to the investment TfL is making, with thesupport of the Mayor in policing there will besome 2,700 TfL funded uniformed officersdedicated to policing the transport system byJune 2009. These officers are focused onmaintaining the transport system as a low crimeenvironment, and making it feel safer for all thosewho travel and work on it. These officers workclosely with TfL’s 600 revenue inspectors topromote positive behaviour; enhance safety andsecurity; demonstrate visible control and tackle

Introduction from Peter HendyCommissioner for Transport for London

6


7


and improving perceptions of safety on all of thetransport network.

We recognise and welcome TfL’s substantialinvestment in transport policing. Together wehave already achieved reduction in crime and wewill continue to build our partnership to furtherimprove the travelling experience.

British Transport Police, City of London Police andthe Metropolitan Police Service are pleased to bepartners in publishing the 2008/09 CommunitySafety Plan for Transport and Travelling in London.Between us we are responsible for policing thebuses, the London Underground and DocklandsLight Railway, the overground rail network, allstations, roads, pavements and streets in theCapital. We share TfL’s vision to create the safesttransport system in the world, one that is bothsafe and feels safe for everyone.

The Plan underpins our strong partnership witheach other and TfL to reduce crime, ASB andimprove passenger safety. The Plan also sets outour shared priorities and describes the actions wewill be taking this year. This is reflected in our jointplanning, and review and deployment ofresources.

We are proud of the significant achievements wehave made in reducing the level of crime on thetransport system, and we will continue to focusour efforts on the crimes that matter most topassengers and staff. We have started a renewedresponse to the carrying of knives and to tacklingassaults on staff. This builds on our previous workfocusing on personal safety and protectingproperty on the network. We are pleased to bepart of recent TfL's recent initiatives to tacklenuisance from anti-social passengers and toimprove perceptions of safety on all of thetransport network.

The Plan refers to our individual policing plans andtheir contribution to reducing crime and disorder

Introduction from Ian Johnston - ChiefConstable of British Transport Police,Mike Bowron - Commissioner for theCity of London Police and Sir Ian Blair -Commissioner for the MetropolitanPolice Service

8


A key element of our vision is that we wanteveryone travelling in London to takeresponsibility for their own behaviour and beconsiderate to others; in an environment that issafe and well-managed; where crime and ASB isnot tolerated and is acted on swiftly andeffectively; and where the public has confidencein TfL and the police so that they report allincidents, provide intelligence and supportinvestigations.

Crime and ASB carry substantial social andeconomic costs for TfL and for London. Throughthis Plan we strive to reduce the impact of crimeand ASB on the reliability and efficiency of thetransport system.

Vision and strategic priorities

VisionBritish Transport Police (BTP), City of LondonPolice (CoLP), the Metropolitan Police Service(MPS) and Transport for London (TfL) are strivingto create the safest transport system and roadnetwork in the world. Our vision is to create atransport system that is safe, and feels safe foreveryone - for our staff; for passengers on publictransport; for people walking, cycling and driving;for visitors, tourists and commuters and above allto make the system accessible for Londoners whomay not travel because of fear and anxiety aboutcrime and ASB.

Fear of crime and poor perception of safety is notevenly distributed across the population –women, ethnic minorities and older people are farmore likely to avoid public transport or choosenot to travel because of fear – so furtherexacerbating social exclusion. Poor perception ofthe safety of the transport system is also one ofthe major impediments to people switching fromprivate car use to public transport, walking andcycling.

Transport plays a vital role in London’s economyand is fundamental to London’s continuedeconomic growth and development. By providingaccess to jobs and services, reducing socialisolation and enabling participation in all thatLondon has to offer, transport also plays animportant role in reducing social inequality.

PrioritiesTo deliver this vision, TfL, BTP, MPS and CoLPhave endorsed the following four strategicpriorities1. These priorities are inter-related and ofequal importance:

• Improve the perception of safety andsecurity on the transport system

• Reduce ASB on the transport system

• Reduce crime on the transport system byfocusing on priority crime

• Reduce the number of people killed orseriously injured in collisions resulting fromcriminal or ASB 2.

9


ApproachBy tackling poor behaviour, incivilities and crimessuch as fare evasion and criminal damage (whichhave traditionally been viewed as low level crimeand disorder), we believe that serious crime can bedriven out from the transport system. Thisapproach is informed by Signal Crimes and BrokenWindows theories (see Appendix A). We alsobelieve that a focus on prevention combined witha holistic approach to solving problems on thetransport system using a combination of thefollowing elements will result in success:

• Enforcement of the law and transportregulations to tackle crime and ASB;

• Education including work with schools,marketing, media and public awareness toinfluence behaviour and change perception;

• Engagement, for example uniformed officersin neighbourhood policing teams engagingwith school children to make their journeysto school safer or engaging with passengersand staff to fully understand their concerns;

• Environment, measures such as CCTV andlighting to help design out crime;

• Evaluation to assess and learn from all thatwe do.

Over the course of the year we will further buildthe evidence base to establish which measures andcombination of measures have the greatest impacton peoples’ feelings of safety and security bymode of travel, in order to maximise investment.

10


Delivering the strategic priorities

Developing our strategic partnershipBTP, CoLP, Crown Prosecutions Service (CPS),Greater London Authority (GLA), GovernmentOffice for London (GoL), London Councils, theMPS and TfL intend to develop the existing pan-London transport crime and disorder group into astrategic partnership that mirrors communitysafety partnerships at a borough level. Thisrenewed strategic partnership will focus oncommunity safety for the transport system andfor everyone travelling in London, whether onfoot, by bike, motor vehicle or on publictransport. The need to strengthen partnershipworking was highlighted through the recentlycompleted MPS Transport Operational CommandUnit (TOCU) review. In a time of constrainedresources and a demanding, constantly changingenvironment the need for all organisations to beworking together to a common vision based on ashared understanding and responsibility andsharing priorities, resources and activities isparamount.

The Transport Community Safety Partnership forLondon (TCSP) is a voluntary partnership. It has noexecutive powers to hold agencies to account. Itis a strategic partnership that shares an aspirationto create in London the safest transport systemand road network in the world and workingcollaboratively to achieve this. Collectively it hasan interest in improving performance acrossshared priorities.

The Partnership’s activities include:

• Devising, developing, publishing,implementing, assessing progress andreviewing the annual Community Safety Plan

• Preparing an information sharing protocol,primarily for strategic analysis to informpolicy making and decisions about theeffective use of resources at thePartnership’s disposal

• Producing a joint strategic assessment (atleast on an annual basis) to identify emergingissues that may affect the safety of journeysacross the different transport modes

• Ensuring activities are informed bycommunity engagement and publicconsultation undertaken by partner agencies

• Coordinating communications, includingmedia and marketing

• Undertaking an annual review of thepartnership’s composition

• Coordinating transport related communitysafety activities in London and ensureefficient and effective use of resources onthe network

• Taking an overview of projects deliveringimproved community safety on London’stransport network.

TfL’s new duty under section 17 of the Crime andDisorder Act puts on a formal footing TfL’s alreadysignificant commitment to playing its full role inpreventing crime and ASB on the transport system

‘The Transport CommunitySafety Partnership forLondon..shares an aspirationto create in London the safesttransport system and roadnetwork in the world.’

11


• TfL’s review of operating costs – looking atexpenditure on policing and enforcementacross TfL to identify opportunities forefficiency improvements and savings.

crime and disorder issues in the borough) for localstrategic analysis along with other data, research,analysis, expertise and resources; and atoperational level through the participation in localproblem solving activity.

Policy development and reviewIn addition to the work of the strategic partnershipto oversee the implementation of this Plan thepartnership will also review the following areas ofpolicy and practice:

• Safeguarding children on the transportsystem in line with the Every Child Matterspolicy

• The policing of the transport system duringmajor events

• Prosecutions policy for fare evasion andother relevant offences

• Communications to passengers on what todo if you are a victim/witness of crime andASB.

There are also a number of organisational reviewsplanned to improve efficiency:

• BTP Thematic Review – looking at theoperation of the three London areas andaspects of joint working with TfL

• MPS Traffic and Transport Policing Review –looking at structures of transport policing inthe MPS to deliver an organisational solutionthat provides efficient and effective transportpolicing services for London

in London. In early summer 2008 TfL becamesubject to Section 115 of the Crime and DisorderAct (as revised by the Police and Justice Act 2006)so is able to share information with the police andother authorities, and vice-versa. In 2008/09 TfLwill push to also be fully recognised as aresponsible authority under the Crime andDisorder Act, given formal status to the strategicpartnership that is being developed.

Developing our partnership withLondon boroughsOver the next year, the TCSP aims to improvepartnership working with the London boroughs,through their local strategic partnerships andcommunity safety partnerships so that transportcommunity safety is given a greater priority onboroughs’ agendas. Fundamental to delivering thiswill be changes in the organisation of policingfunded by TfL. The BTP in London will beimplementing neighbourhood policing across theUnderground network and the parts of theOverground network under TfL control. The MPSTOCU will also align its Crime and Disorder teamsfor the bus network with each of the 11 innerLondon boroughs, complementing the MPS SaferTransport Teams tackling fear of crime and ASB onthe transport system in outer London. The CoLPwill also give an increased focus to transport andtravelling, put additional resources into road safety,reducing cab-related sexual and other offences,safer travel at night and safer travel on the busnetwork. TfL will also improve partnership workingwith boroughs to improve transport communitysafety at both a strategic level – through theprovision of borough profiles (showing transport

12


• Crackdown on illegal taxi touting in Londonby improved enforcement and increasing thenumber of Officers in the MPS TOCU andCoLP Cabs Unit

• Progress accrediting revenue protectionofficers and other appropriate TfL staff withcommunity safety powers to improve theircontribution to making London safer. Thisincludes the power to require the names andaddresses of a person acting in an anti-socialmanner

• Review the scope of Police CommunitySupport Officers (PCSO)4 and RevenueProtection Inspectors’ powers on the publictransport network so they are able to dealeffectively with behaviour that makes otherpassengers feel unsafe

• Crackdown on fare evasion especially onarticulated bus routes

• Introduce the PayBack London scheme sothat young people aged 11 – 18 who breachthe Behaviour Code have their Zip Oystercards withdrawn and can earn back their freetravel privileges through voluntary andcommunity service

• Introduce compulsory validation of 11 - 15travel Zip Oyster photocard from June 2008,and deploy revenue and police resources toenforce and deal with breaches of theBehaviour Code

• Undertake targeted enforcement in priorityboroughs against road users withoutinsurance; people driving a vehicle without an

BTP, CoLP, MPS and TfL Joint ActionPlan 2008/09

Enforcement• Make journeys safer for children by tackling

robbery and violent crime

• Establish a Work Place Violence Unit (WPVU)to tackle assaults on staff working on the busnetwork (including revenue protection staff,bus drivers, bus station and garage staff)

• TfL will support the MPS and BTP incontinuing the use of knife arches and hand-held scanners at bus, train and Tube stationsto reduce the risk of weapons enabled crimeand signal a zero-tolerance of the carrying ofbladed instruments on the transport system

• Enforce a ban on people drinking alcohol orcarrying open containers of alcohol on theTube, bus, Docklands Light Railway (DLR),London Overground, trams services andstations

• Reduce alcohol-related violence, disorder andASB enabling people to travel home safely atnight

• Reduce the risk of sexual assaults in illegalcabs and increase women’s safety throughpolice targeting of sexual predators. Plannedactivities include taking the DNA samples ofdrivers engaged in illegal touting and seekingto change the law so unlawful plying for hirebecomes a recordable offence

‘TfL is statutorilysubject to section 17 ofthe Crime and DisorderAct. This means that ineverything TfL does, it isrequired by law to givefull consideration to theprevention of crime,disorder and ASB’.

13


• Generate greater publicity on successfulprosecutions, including civil actions, fortransport related crime for public reassuranceand as a deterrent to potential offenders

• Support THINK! campaign to reducedangerous driving

• Further develop the Safer Travel at Nightcampaign to encompass women’s safety onall parts of the transport network as well asin illegal cabs

• Publish quarterly transport crime and ASBstatistics bulletin detailing levels and trendsby borough

• Continue the ‘Share the Road’ campaign topromote considerate behaviour by cyclistsand other road users, through marketing,communications and enforcement.

Environment and designing out crimein the public realm

• The TfL Streetscape Guidance – a guide toeveryone involved in the design andmaintenance of London’s main roads – willbe revised during 2008 to incorporatedesigning out crime measures and ensure it isfully compliant with section 17

• Borough partnerships will issue planningguidance to all London boroughs under theLIPS programme so crime reductionmeasures are included in all station accessscheme and town centre improvements

• A crime reduction survey will be carried outat all London Underground stations going

MOT; drivers without a valid driving licenceand drivers who have been disqualified

• Take enforcement action against road userswho endanger road safety

• Challenge route crime including track-sidegraffiti

• Reduce trespass and prevent rail track deathsthrough the strategic reviews of three priorityshared Network Rail/London Undergroundcorridors, identifying vulnerable sections ofperimeter, and working in partnership withNetwork Rail, BTP and Department ofTransport (DfT) to upgrade them. Thesections to be reviewed are - South Acton toRichmond/Chiswick (shared with District line);Queen's Park to Harrow and Wealdstone(shared with Bakerloo line) and FenchurchStreet to Upminster (shared with District line).

Education, communications and publicinformation

• Deliver a new phase of the Safety andCitizenship programme to all secondaryschools in London focusing on responsibleand considerate travel

• Implement a communications strategyutilising different media and channels toimprove passenger behaviour, shape publicattitudes and expectations and improvepublic perception of the transport system

• Develop the Together for London campaign toencourage considerate behaviour by allpassengers

14


through the PPP Modernisation/Refurbishment programme and anyrecommendations are consider forimplementation, at design stage

• Work with policing partners and localauthorities to develop cycle awarenesstraining and encourage greater walking andcycle use in London

• Undertake a trial of live CCTV monitoring onthe bus network to assess potential impacton crime and benefits for community safety

• TfL will fully roll-out design standards toLondon Overground stations, including anti-vandal shelters, CCTV coverage, monitoredHelp Points, secure cycle parking andimprovements to pedestrian access tostations. Every station is now staffed fromfirst to last train. During 2008/09 policing andsecurity arrangement for the East London lineand London Overground extension into southLondon will be agreed

• The next phase of the programme of busstation upgrading includes design standardsthat promote natural surveillance, well-lit toenhance security of staff and passengers, andwith clear information for passengers onwhere they can find a member of staff

• Continue to collaborate with CapitalStandards partners to reduce environmentalcrime – such as litter, fly tipping, graffiti, flypositing and nuisance vehicles on London’sroads and streets.

its policing partners (BTP, CoLP and MPS) forcapturing intelligence and information fromstaff and passengers on crime and ASB onthe transport system

• Address under-reporting of hate crime andsexual offences amongst passengers throughan engagement programme with communityand representative umbrella organisations(e.g. GALOP for homophobic crime, learnfrom TRUE Vision used by West MidlandsPolice)

• Develop a full range of activities in support ofthe ACPO national community tensionsprogramme and Home Office preventingextremism programme

• Work with the London Organising Committeefor the Olympic Games, the OlympicDevelopment Agency and our policingpartners to learn lessons from the Beijing2008 Games and continue to plan for theLondon 2012 Games.

Evaluation, intelligence, analysis andresearch

• Undertake work to establish consistentanalysis of weapon enabled offences acrossBTP, MPS and CoLP

• Develop appropriate levels of informationsharing between partner agencies and jointworking in the intelligence area to furtherreduce crime and disorder on the transportsystem

• Undertake benchmarking to learn about

Engagement and public reassurancewith our passengers, customers, staffand stakeholders

• Increase the number of MPS officers andPCSOs on the bus network by 440 to providededicated teams at transport hubs, deliveringvisible policing, public reassurance andchallenging poor behaviour

• Establish local reassurance policing teams onthe bus network in the eleven inner Londonboroughs currently not covered by STTs

• Roll-out new BTP neighbourhood policingprogramme through a re-grouping and re-focusing of London Underground teams andincreasing policing at suburban stationsthrough 50 additional neighbourhood police.For the first time this will mean that everyLondon borough has at least one BTPneighbourhood team

• Provide free bus travel to communitywardens on duty to give visible reassuranceon the bus network through theirparticipation in new TfL scheme

• Develop appropriate feedback mechanismsabout crimes and ASB reported by bus driversand other TfL staff

• Improve reporting processes and informationto passengers about what to do if theywitness/experience ASB, crime, inconsideratebehaviour etc, linked with the single non-emergency number pilots

• Establish a coherent approach across TfL and

15


crime reduction and improving publicperception and engagement from other worldcities

• Explore methods to capture the extent ofcollisions caused by ‘anti-social’ driving (suchas aggressive driving, driving ‘in a hurry’)

• Improve measurement of perception ofsafety and security, through the introductionof a quarterly omnibus survey of Londoners,commuters and visitors to the Capital

• Develop our analysis and understanding ofperception and risk through interrogation ofexisting surveys such as the MPS PublicAttitude Survey; Ofsted Tell Us Survey andBritish Crime Survey

• Establish a way of measuring the perceivedsafety and security of pedestrians andcyclists and valuing the business benefitsderived from improvement in perceivedsafety and security by encouraging use ofthese modes

• Complete an analysis of youth victimisationand offending on the transport system

• Complete an analysis to determine theextent and impact of alcohol and drugs onthe transport system

• Further develop horizon scanning process tomanage future risks and opportunities

• Investigate the feasibility of producing crimeand ASB maps on-line so passengers canassess the safety of the routes they take totravel through London

• Produce a problem and solution profile toestablish the true extent of assaults againsttaxi and licensed minicab drivers

• Complete research into ‘what works’ againstgraffiti in order to inform the pan-modalresponse, and share and encourage effectivepractice between modes.

Further activity to mainstream section17 throughout Transport for LondonTfL is statutorily subject to section 17 of theCrime and Disorder Act. This means that ineverything TfL does, it is required by law to givefull consideration to the prevention of crime,disorder and ASB. One of the main ways that TfLcan contribute to crime prevention is throughadopting the principles of secure by design in allits developments. Some of the other ways thatTfL is ‘mainstreaming’ crime and ASB preventionacross all aspects of its business are describedoverleaf.

• The roll-out of the iBus scheme by 2009 willprovide next stop and audio visualinformation to bus passengers. Betterinformation to passengers can help toreassure and enable travellers to makeinformed choices about their journey. iBusalso gives automatic vehicle locationinformation allowing rapid police deployment

• The station upgrade programme on LondonUnderground will provide real-time serviceinformation in all ticket halls; comprehensivecoverage by recorded CCTV and all stationsstaffed during opening hours. This helps to

16


safe, secure cycle/rail planning and provisionand on-going management with a view tocycle interchanges being fully integrated intoimprovements planned for rail stations

• CCE and Design Against Crime ResearchCentre at St Martins College of Art andDesign will launch a new range of anti-theftbike stands, the ‘caMden collection’, designedto make cyclists lock their bike moresecurely, thus reducing the risk of theft

• Implementation of the Customer ServiceIntegration Programme will captureinformation on customers experience oftravelling and provide an opportunity toinform passengers about safety on publictransport

• Continue roll-out of programme ofmarshalled taxi ranks and private hire bookingkiosks to reduce the risk of people usingillegal cabs

reassure passengers as it demonstrates thatLondon Underground is well managed andcontrolled, and reduces anxiety about waitingtimes

• Planned line upgrades on LondonUnderground will increase the reliability ofservices. By 2020 users will experience onaverage a train every two minutes at peaktimes and every three minutes off peak

• TfL and the bus operators are currentlyexploring ways of financially incentivisingimprovements in vehicle presentation anddriving standards. This would include tacklingcriminal damage such as graffiti and windowetching. These new areas of incentive wouldbe in addition to those already in existencefor reliability

• The programme of bus driver training for newand existing drivers will be further developedin the areas of conflict resolution andcustomer engagement

• Cycling Centre of Excellence (CCE) willcontinue to fund the development andimplementation of more secure cycle parkingat National Rail, Docklands Light Railway,London Underground and LondonOverground stations and monitor theirimpact, working closely with BTP and localcrime prevention teams. The provision ofCCTV within the vicinity of the cycle parkingreduces the fear that cyclists have of bicycletheft and will discourage thieves fromoperating in the area. CCE will also publish aplan and agree standards for seamless and

17


18


Funding and PerformanceManagement

At the start of 2008/09, TfL had a budget ofaround £140m per year for transport policinginvested under contractual agreements - fullyfunding the BTP on London Underground andDocklands Light Railway; the dedicated MPSTOCU; funding enhanced policing on LondonOverground and other commuter rail services; inTraffic OCU and CoLP, and part funding the SaferTransport Teams (STTs) in the MPS. In addition,TfL also deploys over 300 Revenue ProtectionInspectors working on the bus network, 200Revenue Control Officers on LondonUnderground and over 200 traffic enforcementstaff.

In 2008/09 TfL’s investment in policing serviceswill fund:

• More than 1,200 uniformed officers in theMPS TOCU with responsibility for policingthe bus, taxi, private hire and road system

• 440 uniformed officers in MPS SaferTransport Teams (STTs) providing visiblepolicing and reassurance on the transportsystem in 21 outer London boroughs5

(jointly funded with the MPS and HomeOffice)

• More than 40 officers in MPS Traffic OCUworking on road safety

• More than 700 BTP officers on LondonUnderground and Docklands Light Railway

• 150 uniformed officers in the BTP on theLondon Overground, providing reassuranceand rapid deployment to crime hotspots

• 15 officers in the CoLP working on road,cycle and taxi and private hire safety anddealing with crime and ASB on the transportsystem in the City

• Additional officers in three new hub teams inNewham, Haringey and Croydon, pilotingnew ways of working to tackle the behaviourthat causes public the greatest concern inpreparation for the roll-out of 440 additionalofficers from January 2009

• 34 additional officers to tackle cab-relatedsexual offences, touting and illegal cabs.

Given this substantial investment TfL worksclosely with its policing partners to ensureeffective performance management. An innovativeCompStat process based on US best practice hasbeen operated with the BTP for the last threeyears providing a high degree of accountability andtransparency. As part of the MPS STT initiative anew performance management meeting was setup in the early part of 2007 – Joint TransportAction Groups (JTAGs) based on learning from theCompstat process and the MPS SaferNeighbourhoods Programme joint action groups.These meetings bring together regional clusters ofSTT borough teams. Jointly chaired by MPS andTfL, each meeting reviews performance (crime andperception trends etc) and progress in addressingagreed priorities, drawn from consultation withthe local community, including transportoperators and staff. Each STT presents its

proposed priorities and activities, and theirproposals are scruntinised by the MPS, TfL, BTPand other stakeholders such as the local Crimeand Disorder Reduction Partnerships (CRDPs). Theproposed priorities are based on analysis and localengagement. Best practice and learning is alsoshared between the teams at each JTAG meeting.This approach to performance management willbe extended to the inner London boroughs as partof implementing the recommendations from theTOCU Review.

• Reduce rate of serious sexual violence (rape,serious sexual assault) on public transport

• Reduce the level of cab-related sexual offences

• Increase the sanction detection rate for hatecrime

• Reduce the number of incidents where staffon London Underground and the DocklandsLight Railways experience assault or abuse

• Increase the number of successfulprosecutions for assaults against staffworking on the buses

• Reduce level of fraud and persistent fareevasion7

• Reduce rate of theft (passenger property) onpublic transport

• Reduce bicycle theft across London

• Increase detection rate and judicial disposal forcriminal damage (including graffiti) on 2007/08baseline on public transport

• Monitor the number and rate of victims aged18 years and under on the transport systemand in 2008/9 establish a true figure forvictimisation by addressing under-reporting

• Achieve 75 per cent Secure Stationsaccreditations on London Underground,London Overground and Docklands LightRailway

• Reduce disruption to the transport systemcaused by crime and ASB - in particulartrespass8

19


Performance indicators 2008/09

Improve the perception of safety and security onthe transport system

• Improve the passenger perception of safety,measured through the annual and quarterlySafety and Security Survey combined withthe scores from the Customer SatisfactionSurvey of Safety and Security at Stations,Stops and on the Network on the 2007/08baseline

Reduce ASB on the transport system

• Reduce ASB on the transport system,measured against the ASB Index beingintroduced in 2008/09

Reduce crime on the transport system byfocusing on priority crime

• Maintain the 2007/08 crime rate per millionpassenger journeys6

• Reduce the level and rate of serious violentassaults (murder and attempted murder,manslaughter, GBH, ABH) on publictransport

• Undertake activity to reduce the level ofweapon-enabled, gun and knife-relatedcrime on public transport; monitor the levelover the year and measure progress throughincrease in detection rates and activitiessuch as search arches

• Reduce robbery on public transport

20


• Work with our partners to minimise the riskto the transport system of terrorist actionand other catastrophic incidents and increaseresilience.

Reduce the number of people killed or seriouslyinjured in collisions resulting from criminal or ASB

• Contribute to reducing the number ofcollisions where people killed and seriouslyinjured on London’s roads throughenforcement activity on:

• Dangerous driving – including drivingwhile using a mobile phone; drivingwithout wearing a seatbelt; driving avehicle in a dangerous condition;driving a vehicle in a dangerousposition)

• Inconsiderate driving• Speeding• Driving while disqualified• Drink and drug driving • Driving without insurance• Driving without a licence• Driving without an MOT

• Increase judicial disposals for driving withoutinsurance; driving without a licence; drivingwithout an MOT; drink and drug driving;driving while disqualified.

21


Perception on the buses has been assessed basedon a combination of passengers and residentsurveys to identify vulnerable locations (seeAppendix). These are highlighted in the mapbelow (index scores over 200). This insight helpsto inform our Policing Partners reassuranceactivity on London’s bus network.

The Heathrow Villages ward in the Borough of Hillingdon is one of the largest wards in the Greater London area. When thisward is coloured thematically, it artifically gives the impression of being worse than other wards because of its size.

proportion. Information on passenger journeys byroute within a ward is not collected, so thedenominator is an appropriate total forcomparison, e.g. all Driver Incident Reports for anysub-set of Driver Incident Reports; all bus crimefor any sub-set of bus crimes. The following pagesshow the index scores represented geographicallyusing thematic maps (see Appendix).

What do we know about crime,anti-social behaviour andperceptions of safety on thetransport system?

IntroductionFor the first time TfL has produced a strategicassessment of crime and ASB on London’stransport system. The strategic assessmentprovides an analysis of overall trends and patternsof crime and ASB on and around London’stransport system, and was produced inconsultation with the BTP and MPS. This sectionof the plan draws on some of the key findingsfrom the strategic assessment, along with theresults of TfL’s annual survey into Londoners’views on safety and security when travelling in theCapital, to illustrate what we know about crime,ASB and perceptions when travelling. It providesan explanation to the choice of priorities andactivities described in the first section of this Plan.

The strategic assessment uses a new method tomap crime, ASB and perceptions, called aComposite Index. The index allows for a range ofdata to be mapped and analysed together,capturing change over time as well as volumewithin every ward. This allows TfL to build a richpicture of the locations across London’s transportsystem that are susceptible to crime, ASB andpoor public perception of safety. Within theComposite Index, 100 represents an average ward(the base). An index score of 200 in one wardmeans it is twice as susceptible to crime, ASB orpoor perceptions than an average London ward.All base measures are normalised as a rate or

The perception of safety and securityof buses

London boroughsand wards

22


The 2007 survey of ‘Safety and security whentravelling around London’9 found that the majorityof people feel safe when travelling around Londonduring the day. 93 per cent of those surveyed saidthey felt safe while walking around London, with94 per cent reporting feeling safe when travellingby bus, 96 per cent by Tube, 96 per cent by train,and 95 per cent by Docklands Light Railway. Aswith previous years, for all modes men are morelikely to say they feel very safe than women,likewise those in a higher social group and thosefrom a white ethnic group are more likely to saythey feel very safe. Full-time workers and youngerpeople are also more likely to say that they feelvery safe.

After dark the overall number of Londonersfeeling very safe drops dramatically for all modes.The biggest drop from day-time levels is forwalking, which is seen as safe by 62 per cent ofpeople surveyed. 74 per cent of people surveyedfeel safe on a bus after dark, 85 per cent feel safeon the Tube, 82 per cent feel safe on a train, and94 per cent feel safe on the Docklands LightRailway after dark.

Those taking part in the survey were asked whatworried them most when travelling on publictransport. The most frequently mentionedconcern was the threatening behaviour of otherpassengers (25 per cent), closely followed byconcerns about large groups of schoolschildren/youths (19 per cent) and drunkenpassengers (15 per cent). Both large groups ofyouths and drunken passengers are declining asreasons to worry.

23


The Heathrow Villages ward in the Borough of Hillingdon is one of the largest wards in the Greater London area. Whenthis ward is coloured thematically, it artifically gives the impression of being worse than other wards because of its size.

Those who are regular or frequent users are morelikely to cite concerns than light users. Frequentusers of the buses are most concerned aboutlarge groups of youths, and frequent users of theTube are most concerned about bomb scares. Allusers, regardless of mode, express concern aboutdrunken and threatening behaviour.

This annual survey supplements the regularCustomer Satisfaction Surveys carried out for allTfL modes. TfL, MPS and BTP will introduce a newquarterly omnibus survey of all Londoners,commuters and visitors covering perception,anxiety/fear reasons, ASB and public confidencefor transport. A baseline for the perception acrossdifferent groups will then be established for2008/09 to measure against in future years.

Crime on the transport systemCrime on the transport system is at the lowestrate since recording began four years ago. TfL,BTP, MPS, CoLP and partners will work to drivedown crime and maintain a very low rate of crimeand victimisation. We will continue to monitor therate of crime for all modes (currently 15 crimes permillion passenger journeys on the bus network and14 crimes per million passenger journeys onLondon Underground and Docklands Light Railway).However we anticipate that certain categories ofcrime reported will increase significantly over thecoming twelve months as we undertake newactivities to encourage the reporting of under-reported crime types, such as assaults on LondonBuses staff, and sexual offences and continue tofocus on criminal damage to the transport system.This will have an impact on the overall crime rate.

Bus crime


24



Types of crime and ASB on thetransport system10

Different modes of transport have different crimeprofiles. In terms of volumes, the rail network ismore susceptible to theft offences, whereas thebus network is more prone to robbery andcriminal damage.

Interchanges are commonly the locations sufferingthe highest levels of crime on both the bus andrail network, in particular Waterloo, Victoria, KingsCross and St Pancras stations. Secondaryinterchanges for crime are Liverpool Street andStratford.

Weapons are rarely used to commit crime on thetransport system. Any local increases in recordedweapons offences have largely been as a

Crime across all rail modes


Bus-related allegations2006/2007

25



consequence of the proactive use of searcharches and other search tactics to detect weaponscarried by those intending to travel on thetransport system. A concerning finding however isthe previously unidentified link with criminaldamage. Sharp objects are being used foretching/scratching and therefore potentiallydangerous articles are being carried which couldbe used as a weapon in some circumstances.Etching is more of a problem in boroughs such asBromley which are currently less susceptible toweapons-related offences and therefore less likelyto receive tactical deployments for detectingweapons. 57 per cent of the weapon-relatedoffences on the bus network are robberies,compared with 25 per cent on the rail network,which has a significantly higher proportion ofpossession offences.

Bus ASB


Rail crimes2006/2007

26



All rail modes ASB


The strategic assessment also containsinformation on the times of crime on thetransport system. The charts above show thepattern for serious violent crime and robbery onthe bus system. The top-left chart clearlyindicates that the peak time for robbery is schooltravel time, explaining the focus on reducingyouth victimisation in this year’s plan.

27


The pattern for serious violent crime and robbery on the bus system

Temporal Analysis - Day Temporal Analysis - Day

Temporal Analysis - Hour Temporal Analysis - Hour

less likely to become victims of robbery. Thelikelihood of being a victim of robbery on thetransport system is decreasing. Robberies onbuses have seen an annual decrease of 25 percent and those on the rail network have reducedby 40 per cent consistently across all rail modeswithin Greater London. This is particularlynoteworthy given the 6.3 per cent increase in buspatronage, 16.8 per cent increase in under 16 buspassengers and 7.5 per cent rise in LondonUnderground and Docklands Light Railwaypatronage during the same period.

Sexual offences are most commonly directedtowards female passengers, but there is littlecorrelation in location between those on the busand rail network. Serious sexual offences on therail network are decreasing, and the most commonoffence type is indecent exposure, which itself hasdecreased 43 per cent annually between 2006 and2007. Cab-related sexual offences also continue todecrease. Seven per cent of sexual offencesinvolving cabs are committed at the ‘approach’location and offences are more commonlycommitted on journeys heading away from centralLondon, rather than those travelling into the innerboroughs. Temporally, cab-related sexual offencesoccur over the weekends between midnight and4am, whereas those on the bus and rail networkpeak during the morning and evening rush hours.However, under-reporting of sexual offences isstill considered to be a barrier to understandingthe true extent of sexual victimisation and TfL willwork with partners to encourage reporting of suchoffences.

Robberies on the bus network are predominantlytargeted at school aged children after school.More than half involve two or more suspects,typically youths. Analysis shows that those underthe age of 18 are disproportionately more likely tobe a victim of personal robbery on the transportnetwork, than other ages of passengers. Given theprofile of passengers, those aged 65 or over are

Serious violent crime

Serious violent crime

Robbery

Robbery

28


experienced by 71 per cent of Londoners) to thethreatening (people shouting/swearing at the driveror other passengers). All ASBs are morecommonly experienced on the bus network thanon the Tube or trains. So, unsurprisingly, two-thirds of Londoners want efforts to reduce ASBfocused on the bus network.

There is a closer correlation between the areasvulnerable to ASB and poor perceptions of safetyand security, than between recorded crime andpoor perception. The impact of youth behaviouron both drivers and passengers is starting tobecome clearer for the bus network. A negativeperception of youth behaviour by a number of busdrivers corresponds with increasing customercomplaints for failure to stop and failure to pickup, and the distinction between behavioural andcapacity concerns are often blurred.

expectation can be supported through evidence ofboth group activity and repeat offending. Criminaldamage and robbery is commonly linked withunder 18s, and further analysis shows strong linkswith groups offending. Bromley has the highestvolume of criminal damage offences involving anunder 16 suspect.

Analysis of cross modal offending in London,suggests that seven per cent of accused personshave received a judicial disposal for offences onmore than one rail mode. Nearly a quarter ofBTP’s repeat offenders have committed offenceson more than one rail mode. The degree of crossmodal offending extends from those who havecommitted travel fraud offences on two modes,to organised groups of criminals whopredominantly focus on one mode, and onlyoccasionally engage in criminal activity on anotherrail mode. In a three year period, nearly 600individuals have been accused or are suspected ofcommitting offences on both the bus and railnetwork in London, collectively responsible fornearly 4000 offences.

ASB on the transport systemFindings from the annual survey show thatalthough overcrowding is the biggest deterrentamongst Londoners to public transport usage,ASB ranks a close second, being mentioned byover half the people surveyed. 92 per cent ofLondoners surveyed had witnessed one or moreforms of ASB on public transport in the previous12 months. Most Londoners had witnessed manyincidents of ASB ranging from the annoying(playing music at a volume everyone can hear

Hate crime remains a key concern for a transportsystem which strives to be socially inclusive. Therecorded profile of hate crimes on the bus and railnetwork is similar. Racial and religious aggravationremains the most frequently recorded type ofhate crime, and offences are predominantlyharassment or common assault. There is acorrelation between hate crime and assaults onstaff on the rail network, but MPS data isunreliable for the bus network. The data capturedby TfL demonstrates an 11per cent annualincrease in assaults on staff to nearly 2,000offences in 2006/07. The vast majority (93 percent) involve bus drivers, with six per cent againstRevenue Protection Inspectors. At least one infour staff assaults involve spitting; an offencewhich despite being comparatively minorgenerates significant detection opportunitiesthrough the use of spittle kits. BTP has seen aseven per cent decrease in assaults on staffbetween 2006 and 2007, to 1,290 offences, 29 percent of which are racially aggravated. Somehotspot locations for BTP staff assaults are sharedwith those on the bus network, particularly inWestminster and Stratford.

Criminal damage on the bus network is heavilyskewed towards the outer London boroughs,particularly those in the south east and northeast. Such offences are predominantly committedby those under 18 years towards the end of theweek, during the late afternoon/evening, and atleast 40 per cent of criminal damage on the busesinvolves throwing objects at buses, which canresult in window breakage. Academic theorieswhich suggest that the motivation for suchoffending includes both boredom and social

29


Bus Driver Incident Reports

2006/2007

Rail ASB (NSPIS)

2006/2007

These pie charts are not comparable. London Buses and BTP count and categorise ASB differently. During 2008/09 TfL will standardise the counting and recording of ASBthrough the ASB Index across all modes.

30


“travelling along a bumpy road” over the next twoyears.16 Growth is likely to falter at one per cent inthe year to the first quarter of 2009 andconsumer-price inflation is set to rise in 2008. Theresult: a squeeze on living standards caused by arise in commodity prices. Real take-home pay isprojected to rise by less than one per cent a yearover the next two years.17 GLA boroughemployment predictions suggest that economicactivity will increase but not evenly acrossLondon.18 The largest percentage economicgrowth for 2004-16 is estimated to be in TowerHamlets (44 per cent), Newham (28 per cent) andHammersmith & Fulham (26 per cent). The City ofWestminster will remain the key employment areawith 666,000 jobs by 2016. However, thecombined population and employment growth ineast London will put enormous demand on thetransport network. The declining labour marketdemand for low skilled individuals is also likely topresent problems.19 A growing population and ashortage of low skilled jobs could, as a recentPrince’s Trust report stated, 'increase theincentive to engage in economically-motivatedcrime'.20

A report from the Institute for Public PolicyResearch (IPPR) suggests that the flow ofeconomic migrants from Eastern Europe to Britainmay already have stopped.21 It estimated thatabout one million migrant workers had come tothe UK from 2004 accession countries, but thataround half of this group had already left the UK.The number of new migrants entering the countryis slowing with 17 per cent fewer workerregistrations in the second half of 2007 thanduring the same period of 2006. It seems likely

Challenges ahead for communitysafety on the transport system

Future growth of London - populationIn the next ten years the population of London isexpected to reach the eight million markaccording to both GLA and Office of NationalStatistics (ONS) projections.11 However, the rateof population growth in inner London boroughs islikely to be double that of outer London.12 Thefastest growing boroughs over the next ten tofifteen years are Tower Hamlets, Newham, andBarking & Dagenham.13 The uneven spread ofpopulation growth will put greater pressure on thetransport infrastructure in inner, particularly eastLondon boroughs and impact on crime and ASB.

Future growth of London - demographyProportionally most age groups will remain staticover the next 20 years as part of the overallpopulation. However, those in the 45-64 agebracket are likely to increase by four per centwhilst those aged between 16-29 will decline by2.7 per cent between 2006-2026 according toGLA projections.14 By 2026, 39 per cent ofLondon’s population is projected to be from ablack and minority ethnic group compared with 33per cent in 2006, whilst the White population willdrop proportionally..15 Both age and ethnicity areknown to influence the perception of risk and fearof crime.

Future growth of London - economyAnnouncing the Bank of England’s quarterlyInflation Report in May 2008, Mervyn Kingpredicted that Britain’s economy would be

31


Growth in cycling and walkingThere are expected to be an extra 60,000 dailyjourneys into London by walking or cycling by2016.23 Walking and cycling provide a realisticalternative to car and bus travel and both areenvironmentally friendly modes of transport. Theeffective promotion of cycling and walkingdepends on creating attractive urbanenvironments that are conducive to these modesof travel, by reducing the perceived and actual riskof being a victim of crime when using thesemodes. The number of cyclists killed and

Transportmode 2006 2026 (inc PPP

and Crossrail)change %change

Tube 1,226,804 1,446,543 219,739 18DLR andTram 78,885 104,638 25,753 33

Rail 584,655 783,134 198,479 34

Bus 780,546 1,051,555 271,009 35

Table showing predicted change in the volume ofpassenger numbers during 0700-1000 hours.

seriously injured on the roads rose by 15 per centon 2007/08, the only category of road users tosee an increase. The main threat, both real andperceived, to cyclists is sharing road space withHeavy Goods Vehicles.24

Climate changeIt is estimated that a 10-20 per cent reduction intransport emissions can be achieved by modalshift if public transport, walking and cycling aremade more attractive.25 ASB is a major barrier topublic transport use. Reducing ASB and improvingpublic confidence in the transport system istherefore fundamental to achieving this modalshift and environmental target.

Comprehensive Spending Review 2007The 2007 Comprehensive Spending Review hasgiven TfL a 10-year funding settlement of £39bn.26

It is a settlement for all of TfL and covers theCrossrail project, the PPP, Olympic obligationsand the rest of TfL’s operations. Beyond the TfLsettlement, the Government’s high level outputstatement (HLOS) for the national rail networkcommits £7 billion to the growth of Overgroundrail in London, with infrastructure improvements,train and platform lengthening on the main railcommuter routes coming into London, andincreased frequency, train and platformlengthening and new infrastructure on the orbitalroutes. However, whilst the settlement increasesTfL’s grant and borrowing capacity for theCrossrail project and the PPP-relatedenhancements to London Underground, itconstrains the funding available to the remainderof London Underground and other parts of TfL.

that with economic conditions improving in Polandand other accession countries the UK’s falteringeconomy will be less able to attract and retain askilled Eastern European workforce.

Public transport in LondonThere is predicted to be a rise of at least 27 percent in the daily number of journeys made onpublic transport by 2026.22 The largest percentagegrowth will be on the London Bus network with a35 per cent increase in journeys.

32


overarching strategic framework for crime andcommunity safety. A new set of Public ServiceAgreements (PSAs) and National CommunitySafety Plan (CSP) followed. The key focus of thepublic service agreements is violent crime, ASBand young people. Local partners will establishpriorities for improvement in their Local AreaAgreements (LAAs). This framework and the newperformance indicators to support it will drive thelocal strategic partnerships in the 33 Londonboroughs, for both local authorities and the MPS.The London borough of Camden has requestedTfL’s partnership in its local area agreement in thepursuit of two objectives: reducing the rate ofserious violent crime and dealing with localconcerns about ASB and crime in the local counciland police.

Terrorist threat and operationalsecurityThe Joint Terrorism Analysis Centre (JTAC) hasassessed the current threat level frominternational terrorism to be severe.31 This meansthat future terrorist attacks are still highly likely,but no longer thought to be imminent. In thissituation the challenge for TfL is to strike abalance between protecting people from horrificevents like those of 7 July 2005 and the 2004Atocha station bombings and running an efficientand reliable service. However, terrorism is not theonly threat that London faces. Natural disasterssuch as flooding of the scale seen in summer2007 and the spread of avian flu also pose seriousthreats.32 TfL and its partners’ role is to manageexisting and potential new threats to the transportnetwork by exposing vulnerabilities and

Expansion of the bus network to match London’sgrowth is at risk. The capacity results from thegrowth in rail from HLOS will not be felt until2016. The financial picture will put pressure onbudgets and funding for policing and communitysafety activity.

2012 Games The Olympic Delivery Authority aim is that 100per cent of spectators will get to the Games bypublic transport, cycle or on foot. An estimated800,000 spectators are expected to use publictransport to travel to the 2012 Olympic Games onthe busiest day of competition.27 High passengervolumes during the Games will put enormouspressure on the transport network and presentcrime opportunities from terrorism and publicorder to theft. Some 50,000 Games familymembers will also require transport on any oneday for training, competition or recreationalpurposes.28 The Olympic Road Network will linkall the Olympic venues and traffic lanes will bereserved for Games vehicles on the busiestsections. There may be increased disruption onother routes as a result. TfL is committed to anactive spectator programme and a legacy of amuch improved walking and cycling environmentparticularly in the east London areas due to beregenerated by the Games.

Role of transport in new Public ServiceAgreement (PSA) indicators, theNational CSP and London Local AreaAgreements (LAAs)In July 2007 the Government published ‘CuttingCrime: A New Partnership 2008-11’ setting the

33


overcoming them by instituting new practices andtechnologies.

Mayoral prioritiesSafety and security on London’s transport systemis at the forefront of the new Mayor’s agenda.One of his first initiatives was to ban theconsumption and carrying of open containers ofalcohol on the transport system. He has alsopledged to increase uniformed presence on publictransport, particularly buses and to tackle toutingand illegal cabs. By June 2009 an additional 440officers will be policing the bus network. Othernew schemes include a trial of live CCTVmonitoring; Payback London which discouragesincivility on public transport by restoring freetravel privileges to young people only after theyhave participated in community service, and therecruitment of 50 new BTP officers for thesuburban Overground network.

34


passed through a specialised metal detectorleading to four arrests, including one forpossession of an imitation firearm.

The Hillingdon STT has been undertaking aprogramme of school visits in the borough withTfL’s Safety and Citizenship Team to educateyoung people about the dangers andconsequences of acting irresponsibly or anti-socially on the transport network. The link withlocal schools has had a significant impact on thebehaviour of students on the transport networkafter school.

The Bexley STT has undertaken a series of 'topdeck' briefings on buses to ensure that passengersunderstand the role of STTs and how to contactthem and to reassure passengers that the team isthere to address their concerns.

The Greenwich STT uses flash-cards with thepictures of suspects for criminal damage as partof their on bus patrols. Passengers have assistedin the identification of vandals and are helping tobring perpetrators to justice.

Section 17 Crime & Disorder ActTfL adopted the principles of section 17 33 – therequirement on public authorities to do all theyreasonably can to prevent crime, disorder and ASBin the delivery of their main stream activities – in2006. Section 17 became a statutory duty on TfLin February 2008. During the last year TfL hasincorporated crime prevention measures in tomany new projects and initiatives. One example isMobile Ticketing, combining a mobile phone,

Highlights 2007/08

Safer Transport TeamsPolicing on London's transport system received amajor boost during 2007/8 with the introductionof Safer Transport Teams (STTs) in 21 outerLondon boroughs. The first teams were deployedin March 2007 with the roll-out complete by July2007. There are now over 440 additional officerstackling local community safety priorities on andaround the public transport system in outerLondon. Feedback from passengers, operators andother stakeholders during the first year ofoperation has been extremely positive and theearly results are promising.

STTs provide a dedicated problem solvingresource that is capable of addressing persistentASB and disorder problems, and through visiblepolicing and engagement, improve the perceptionof safety across the transport system. Teams useinnovative approaches to identify and to respondto local issues. This has helped them and theirpartners to create local and sustainableinterventions.

The Havering STT has set up fortnightly surgeriesin bus garages across the borough to betterunderstand the nature of the problems beingexperienced on the bus network and to feedbacktheir progress to drivers.

The Barking and Dagenham STT undertook a jointoperation with the BTP to reduce the number ofpeople carrying knives and other weapons on andaround the local railway network. Over 300 people

ZIP IT CampaignThe ZIP IT campaign was launched in November2007 to target theft of passenger property duringthe busy festive season. This was the first joinedup, pan-London initiative between BTP, TfL, MPSSTTs and MPS TOCU, and the CoLP.

ZIP IT was a media communications campaigndesigned to support the policing response totheft. ZIP IT provided officers with the tools toengage the public and raise awareness of thesimple measures people can take to protect theirproperty and themselves so therefore significantlyreducing the risk of victimisation.

ZIP IT support materials included:

• Oyster card holders: With nearly two billionpassenger journeys on public transport eachyear, these were a useful and retainable tooleffective for engaging with passengers andconveying theft prevention messages

• Posters: displayed throughout LondonUnderground network

• End of car panels: displayed on Tubecarriages in end of car panels

• Dot-matrix messages: on all dot-matrixindicator bus stops in Camden andWestminster

• Metro article: detailing the ZIP IT campaign inMetro newspaper.

35


Oyster card and credit card into one handset.Transys, the provider, initiated a trial to evaluatehow effective mobile ticketing would be on thetransport network and undertook a pilot with 500people. In the planning stage for this pilot thepotential for an increase in robberies, fraud andtheft of the handsets were assessed andconsideration given to steps to mitigate the risk,such as:

• Fitting the handsets an immobiliser so if thehandset was reported lost or stolen all of itsfunctions (Oyster, credit card and phone)could be disabled remotely

• Limiting branding on the handset so theylooked like an ordinary phone, making themless covetable

• Personal safety advice was given to everyoneparticipating in the pilot.

Operation GoldfingerMPS TOCU ran a series of successful operationstargeting ASB by young people on the bus network.The operations, named Operation Goldfinger,coincided with return to school dates and Halloweenand Bonfire nights which have traditionally seenincrease in crime and ASB on the bus network. TheGoldfinger initiative was a partnership with SaferTransport and Safer Neighbourhoods Teams, BTPand TfL’s Revenue Inspectors across London. Theseries of operations contributed to an 11 per centreduction in bus-related crime in the first half of2007/8 compared with same period in 2006/7 and a19 per cent reduction in incidents believed to involveone or more under 16s suspects.

The feedback from both officers and members ofthe public was extremely positive. Furthercampaigns and operations are planned for 2008/09to address seasonal crime trends.

36


transport in all London boroughs. The TOCUwill continue to tackle bus related crime, ASBand network disruption on a London-widebasis and will move towards using multi-functional teams where possible

• The TOCU will set up a specialist workplaceviolence function for dealing with assaultscommitted against bus staff and busenforcement revenue staff

• TOCU Cab Unit activity will be refocused inorder to respond to the changing pattern oftouting in London and to further reduce thenumber of sexual offences perpetrated byindividuals in this changing environment

• The TOCU will enhance its work on tacklingcongestion on London’s main roads byintroducing a Fast Roads Response team todeal with collisions and minor incidents andproblem solve congestion issues andcontinuing its Red Route parking enforcementactivity.

Other recommendations include:

• Enhancing night time and weekend support

• Closer working with bus garages, operatorsand other stakeholders

• Closer working and collaboration with STTsand the BTP on shared issues (such asinterchanges)

• Reorganising parking enforcement to betterbalance resources between camera and on-street enforcement in a high compliance

TOCU ReviewThe MPS TOCU was set up in 2002 and comprisesover 1,200 uniformed officers including police,PCSOs and traffic wardens providing dedicatedpolicing to tackle crime and disorder on the busnetwork; help improve the flow of buses andtraffic on red routes, work to reduce trafficcongestion, and take enforcement action againstunlicensed taxi and private hire vehicles andtouting. TOCU has made over 30,000 arrests inthe last five years.

Under the Special Services Agreement (SSA) thatset up the TOCU in 2002 there was a requirementfor a fundamental review to be undertaken in2007/08.

The review concluded that the TOCU hasperformed well against its main objectives withperformance improvement being particularlypronounced in the first two to three years.Nevertheless change is required to equip theTOCU for the future. The demand on publictransport is growing and the bus network facesparticular challenges over the next five years. Fourkey recommendations for change came out of thereview, for implementation from April 2008:

• The TOCU will move away from a corridor (iebus route) based approach to a structuregeographically aligned to the Londonboroughs. There will be greater integrationbetween the TOCU and the STTs. TOCU willset up inner London reassurance teams alongthe lines of the STTs already operating in 21outer London boroughs. This will provideneighbourhood style policing teams to public

seconded staff from London Underground havebecome very proficient in the role ofevidence–gatherers. This role involves compilingdetailed, evidentially sound and procedurallycorrect witness statements from victims andwitnesses. It takes time to become a goodstatement taker and this has been achieved.

A CCTV suite has been established in the Unit.This is resourced by two London Undergroundstaff who underwent comprehensive externaltraining. Their remit is to review CCTV footage ofincidents, produce stills and convert raw footage

37


Despite challenges brought about by new ticketingarrangements, the introduction of a new workforcewith staffing on all stations and increased revenueprotection, crime levels have remained low.London Overground is due to extend via the EastLondon line into south London from 2009 anddiscussions will commence in 2008/09 on thepolicing and security arrangements for this.

London Underground WorkplaceViolence Unit (WVU)The last 12 months has seen the WVU consolidateits operation since its inception in Sept 2006. The

environment, whilst recognising theimportant broader role that uniformed policestaff have in terms of traffic managementand reassurance

• A further refocus of intelligence and analysisactivities towards collaboration and jointworking (including other stakeholders such asthe BTP) while retaining the specialist policingrequirements of the TOCU

The broader organisational implications for theMPS arising from the review are being addressedas part of an MPS-led organisational review of thetransport and traffic MPS units due which will becompleted during 2008.

London OvergroundThe new London Overground concession went liveon 11 November 2007, with full TfL fundedpolicing support from the BTP London North Areaproviding a high level of visible policing during themorning peak and late turn periods at all keystations for the first few weeks of operation.Additional support was also provided by therelevant Safer Transport Teams (STTs).

Where the London Overground interchanges withLondon Underground stations the latter nowmanages the stations – eg the Bakerloo linestations on the Euston to Watford line, Highburyand Islington, Blackhorse Road etc. In response tothese new responsibilities, the BTP LondonUnderground Area (L Area) organised a verysuccessful operation – Operation Gain - with highvisibility, revenue and ASB focused activity.

38


activities have contributed an overall improvementin vehicle presentation and reduced levels ofetching and graffiti on London's buses. The latestindependent Mystery Traveller Survey conductedin August 2007 shows a six per cent improvementfor graffiti on buses compared with January 2005.Operation BusTag, with the support of TfL's CCTVteam, also provided valuable support to theinvestigation of crimes both on and off the busnetwork over the year.

Promoting considerate behaviourTfL launched its Together for London ConsiderateTravel campaign in early 2008 in a further effort toaddress inconsiderate and disrespectful behaviourthat affects staff and the travelling experience ofothers. The campaign aims to promote positiveand tolerant behaviour on the public transportsystem leading to a greater degree of awareness,understanding and ultimately a change inbehavioural norms. The campaign adds to TfL’sand partners’ activities to improve the travellingexperience in London.

The campaign carries the Together for Londonpledge – ‘A little thought from each of us. A bigdifference for all of us.’ The campaign elementsinclude a short cinema film and posters on busesand at Tube stations, using examples ofinconsiderate behaviour to highlight theannoyance or discomfort caused to others.

Walking and cyclingWalking and cycling are increasingly importantmodes to TfL, to help manage travel demand andcontribute to the overall targets for CO2 reduction

into composite format, which provides a jury withthe best evidence available from the CCTVsystem.

An enhanced repeat victim strategy has beenimplemented which embraces the partnershipapproach. There are staged interventions withrepeat victims of staff assault and there isinvolvement by the individual, their line manager,WVU and the Police Crime Reduction Officer. Theincidents are explored and a range of options arelooked at to reduce the likelihood of furtherassaults taking place.

Several Workplace Violence workshops were heldat London Underground station groups across thenetwork. The remit was to promote best practicein conflict avoidance / resolution, namely how tostay safe and the primary steps to take if amember of staff is assaulted in terms of evidencecollection and welfare.

BusTagMPS TOCU's dedicated CCTV investigation unit,Operation BusTag, continued to be highly effectivein tackling on-bus criminal damage and other bus-related crime in 2007/8. Operation BusTag whichworks in partnership with TfL, Bus OperatingCompanies and other units within the MPS ishelping to ensure the most effective use of on-bus CCTV to reduce bus-related crime and bringperpetrators to justice. Over 980 suspects wereidentified and arrested as a result of BusTaginvestigations in 2007/8 bringing the total numberof criminal damage detections to over 2,600 sincethe unit was set up in November 2004. BusTag

39


Tackling bike theftCycle theft (and fear of cycle theft) is the secondbiggest barrier to increased cycle use.34 TheMetropolitan Police Service Crime Statisticsindicate that at least 15,000 bikes are reportedstolen each year and for each bike reported stolen(according to the 2005/6 British Crime Survey) afurther four bikes are stolen but not reported.Since the year 2000, there has been a steadyincrease in cycle theft to a peak in September2005 (c.22,000 bikes stolen for the year 2005/6).Since then action taken by TfL, the police,stakeholders and cyclists themselves has resultedin a reduction in cycle theft, coincident with acontinuing increase in cycle use.

TfL is working closely with the London Borough ofCamden, community safety teams and the bikeoffproject at the Design Against Crime ResearchCentre at Central Saint Martins College of Art todevelop the ‘tools’ to tackle to cycle theft. Tipson safer, more effective locking practices havebeen widely disseminated. Trials of the innovativeCaMden cycle stands have been completed anddemonstrate a measurable improvement inlocking practice. In addition London cyclists havebeen actively encouraged to register their bikeswith the national property register – Immobilisewhich both prevents theft, and makes it possibleto reunite owners with stolen cycles.

in London. TfL invests in improvements to thepublic realm on its road network and on boroughroads, so contributing to improved safety andsecurity. TfL’s walking team is working to removesubways and footbridges and replace with at-grade crossings. For example, a project at StDunstan's Hill (A217) in Cheam replaced a poorlylit, grafittied subway with an at-grade crossing.The Walking team also works to improve theuptake of walking as a mode in general. Throughpromotions and streetscape improvements it ishoped to encourage people to take up walking. Inturn, this increases the number of people on thestreets and improves public safety throughincreased surveillance and activity.

Safer Travel at Night campaignThe Safer Travel at Night campaign continues andin 2007/08 saw increased advertising andawareness raising activity throughout the yearinstead of just around December. The campaign,primarily targeted at women, highlights the risks ofusing illegal cabs. The activities include thepromotion of the CABWISE service which, alongwith FINDARIDE and TfL’s Travel InformationCentre provides information on licensed mini-caband taxi services 24 hours a day. Several late nightmarshalled taxi and private hire schemes havebeen established in areas busy with late nighteconomies with the aim of making passengers anddrivers safer. This was supported by proactiveenforcement activity undertaken by the TOCUCabs Unit to tackle taxi touting and the associatedrisks for the travelling public.

0.0

5.0

10.0

15.0

20.0

25.0

30.0

0

50

100

150

200

250

300

350BusLUL/DLR

Combined PAX

Bus 24.6 21.6 19.4 18.7 17.5 19.4 20.6 21.7 20.6 21.1 20.4 20.2 16.9 16.3 16.1 15.0 13.7 13.5 14.3 16.2 14.7 14.8 14.8 14.7

LUL/DLR 17.1 17.2 16.6 19.1 18.2 17.8 17.3 18.0 17.7 18.9 16.9 15.4 15.9 15.8 16.1 13.5 14.4 13.9 13.9 13.7 14.3 15.6 14.4 13.6

Combined PAX 225 247 246 246 237 246 260 260 239 247 235 267 263 276 277 284 274 276 298 293 261 276 274 278

Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar

2006-7 2007-8

40


Light Railway was 18 per million passengerjourneys. During 2007/08 these average rates hadboth fallen to 15 CPMPJ.

Anti-social behaviour indexThe ASB index is a new measure being devised byCSEP to more effectively monitor levels of ASBupon the London transport network from 2008/09onwards. A range of datasets recorded by ourpolicing partners and TfL will be incorporated intothe index using the framework within the LondonASB Strategy 2005-200835 which includes thefollowing three main forms of ASB:

1. Interpersonal / malicious ASB (behaviourdirected against specific individuals or groupsthat causes harassment, alarm or distress);

Performance summary 2007/08

Bus and London Underground /Docklands Light Railway crime ratesThe chart below shows the rate of total recordedoffences against passenger journeys made uponthe London bus network, London Undergroundnetwork and Docklands Light Railway. BothLondon Underground and Docklands Light Railwayfigures are recorded together as these areinvestigated by the same BTP division, ‘L Area’.

Over the last two financial years crime rates onboth bus34 and London Underground/DocklandsLight Railway networks have decreased. In2006/07 the monthly average crime rate on thebus was 21 crimes per million passenger journeys(CPMPJ), and on London Underground/Docklands

Customer Satisfaction Scores - On Vehicle

70

75

80

85

90

95

100

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

2006/07 2007/08

on Bus Network

on LU train

on LOROL train

41


Customer perceptions of safety andsecurityThrough market research, TfL monitors people’sviews of different aspects of using TfL’s transportsystem including perceptions of safety andsecurity. The results are presented as a score outof 100 with higher scores reflecting more positiveperceptions of safety and security. The tablesbelow show two scores for each mode oftransport – one score for perception of safety andsecurity on the vehicle and the other for stationsand stops.

The scores for buses, London Underground andLondon Overground are shown on the samegraphs as the research is carried out by TfL using aconsistent methodology. However, the figures forthe Docklands Light Railway are provided by thefranchisee – Serco - and use a differentmethodology meaning that direct comparisonwith the other modes is not possible.

2. Environmental ASB (behaviour that –deliberately or through carelessness –degrades the local environment such asgraffiti and littering); and

3. ASB restricting access to public space(threatening or physically obstructivebehaviours that stop people using publicspaces).

Adopting this framework ensures consistency withother crime reduction parties within London asthe GLA-based London Analyst Support Site(LASS), uses these categories for collecting andreferencing ASB data from multiple partners andagencies. The resulting calculated index values willenable comparisons and trends to be viewed on aquarterly basis by borough, by mode and by typeof ASB.

Customer Satisfaction Scores - On Train

Docklands Light Railway

70

75

80

85

90

95

100

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

2006/07 2007/08

Customer Satisfaction Scores - At Station / Stop / Shelter

65

70

75

80

85

90

95

100

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

2006/07 2007/08

at bus stop/shelter

at LU station

on LOROL station

42


Customer Satisfaction Scores - At Station

Docklands Light Railway

70

75

80

85

90

95

100

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

2006/07 2007/08

43


Satisfaction has increased on both DocklandsLight Railway and London Overground. On theDocklands Light Railway the growing deploymentof BTP officers with the additional Travel SafeOfficers appears to have had a positive impact onscores for passenger perception of safety andsecurity. Other factors such as the use of CCTVand better lighting in and around stations will havecontributed to this result. On the LondonOverground trains the introduction of TfL-fundedBTP Neighbourhood Policing Officers plus thecommencement of TfL management of thefranchise will hopefully continue to have a positiveimpact upon perceptions of safety and security.Perceptions upon both London Underground andthe bus network have remained relatively stableover the past two years; however perceptions atbus stops/shelters increased during the first halfof 2007/08 which could be reflective of the

introduction of Safer Transport Teams. To gain adeeper understanding of perception TfL plans tointroduce a quarterly omnibus survey in 2008/09.

Bus-related crime volume by boroughMap 1 page 44 shows the breakdown of MPS bus-related crime by borough for 2007/8. The darkershades of purple show the boroughs with thehighest number of recorded bus-related crimes.The map has not been adjusted for passengernumbers by borough as this data is not collected.Please note that the map below does not includedata for the City of London; this is policed by theCoLP which is a separate police force from theMPS.

Map 2 page 45 shows the percentage change inthe levels of bus-related crime between 2006/7and 2007/8.

44


It is not possible to create similar maps of BTP recorded crime for London Underground, Docklands Light Railway or the London Overground. The exactlocation of crimes upon the rail network is unknown due to some victims identifying the offence at the end of their journey which was undertaken acrossmore than one borough.

45


The lighter blue boroughs have seen reductions in crime. The boroughs shaded in the darkest blue have seen an increase in levels of crime.

46


LU/DLR Bus London OvergroundOffence 06/07 07/08 % Change 06/07 07/08 % Change 06/07 07/08 % ChangeVAP 2,562 2,306 -10 8,281 8,400 1.4 93 82 -11.8

Robbery 399 192 -51.9 6,214 4,241 -31.8 47 20 -57.4

Sexual Offences 399 342 -14.3 481 494 2.7 11 8 -27.3

Hate 593 528 -11 - - - 27 21 -22.2

Criminal Damage 2,746 1,933 -29.6 7,710 5,837 -24.3 32 35 9.4

Theft 7,980 7,481 -6.3 14,623 12,692 -13.2 100 86 -14

2005 2006 2007

KSI collisions involving a hit and run 415 452 435

Key Offences37

The table below shows the changes between 2006/07 and 2007/08 for key offences upon the transportmodes of London Underground, Docklands Light Railway, Buses and London Overground.

Collisions resulting in personal injury38

A total of 23,210 road traffic collisions occurring on the public highway and resulting in personal injurywere reported to the Metropolitan and City Police within Greater London during 2007. These collisionsresulted in 222 fatalities, 3562 serious injuries and 24,577 slight injuries. More information can be foundon this topic through TfL’s road safety reports www.tfl.gov.uk/roadsafetyreports.

Collisions involving hit and runIn 2007, 435 collisions resulting in casualties being killed or seriously injured involved a hit and run (failureto stop) vehicle. This represents a four per cent reduction on 2006.

Table: Number of collisions involving a hit and run vehicle and resulting in KSI casualties

Collisions associated with drivers disobeying the rules of the roadFor each collision, contributory factors are recorded, indicating what might have contributed to thecollision. However, this information has to be interpreted with great caution, as they are subjectivelycoded and not based on detailed investigation. The data indicates that in 2007, 1481 killed or seriouslyinjured collisions were recorded with at least one contributory factor associated with disobeying the rulesof the road.

47


2005 2006 2007

KSI collisions ‘disobeying the rules of the road’ 1629 1974 1481

2005 2006 2007

Offence Count % Count % Count % % Change2006 to 2007

Drink driving 18,544 78.6 18,969 72 18,253 71.8 -3.8

Death by dangerous andcareless driving

51 0.2 76 0.3 80 0.3 5.3

Disqualified driving 4,587 19.4 4,594 17.4 4,296 16.9 -6.5

No insurance 403 1.7 2,718 10.3 2,794 11 2.8

Total 23,585 100 26,357 100 25,423 100 -3.5

Table: Number of collisions recorded with one or several of the following contributory factors (driving aggressively, drivingcarelessly, driving in a hurry, disobeying an automatic traffic signal, disobeying a double white line, disobeying a pedestriancrossing, overshooting a junction, exceeding the speed limit, travelling too fast for conditions, sudden braking) andresulting in KSI casualties.

MPS Arrests and Fixed Penalty Notices (FPNs)The MPS is committed to reducing the number of traffic related deaths, injuries and crimes on London’sroads and throgh their activities arrest drivers committing offences upon the road and issues FPNs forlesser offences.

ArrestsThe table below shows the volume of arrests between 2005 to 2007 relating to road safety. Drink drivingis the highest volume offence, followed by disqualified driving, then no insurance and death by dangerousand careless driving; this pattern has been repeated across the last three calendar years. The levels ofoffending have not changed vastly from 2006 to 2007 with overall road safety-related arrests falling by3.5 per cent.

Findings from London’s seatbelt and mobile phone survey in 2007 indicate improvements since 2006.Full details can be found at www.tfl.gov.uk/roadsafetyreports.

48


The table above shows the volume of FPNs between 2005 to 2007 relating to road safety.

FPNsThe overall volume of FPNs issued has increasedby 17.1 per cent from 2006 to 2007, with the bulkof this increase largely due to increased FPNsbeing issued for mobile phone offences (31.7 percent increase) and failing to wear a seat belt (18.7per cent increase).

Cycle theft17 per cent of cyclists are victims of bike theftand over a fifth of all bike theft nationwide occurin London. It is estimated that around 80,000bikes may actually be stolen; the majority gounreported to the police. Bike theft is mostprevalent in inner London with Islington,Westminster and Camden topping the list.However over the last two years the number ofreported bike thefts has fallen from 21,236 in2005/06 to 16745 in 2007/08. Given the context

2005 2006 2007

FPN offence Count &% Count % Count % % change2006 to 2007

Driving not inaccordance with alicence

7,059 13.7 8,729 16.2 9,299 14.7 6.5

Speeding offences 12,926 25.1 11,927 22.1 11,453 18.1 -4.0

Failing to wear a seatbelt (includes child noseat belt)

13,809 26.8 10,994 20.4 13,049 20.6 18.7

Mobile phone offences 17,737 34.4 22,374 41.4 29,464 46.6 31.7

Total 51,531 100 54,024 100 63,265 100 17.1

of a corresponding increase in the number ofpeople cycling in London, this improvement canbe attributed to the joint cycle theft initiativesbetween TfL, London boroughs and the police.

49


19 Leith Review (2006), http://www.hm-treasury.gov.uk/independent_reviews/leitch_review/review_leitch_index.cfm

20 ‘The Cost of Exclusion: Counting the cost of youthdisadvantage in the UK’, (2007) Prince's Trust, page 31.http://www.princes-trust.org.uk/Main%20Site%20v2/headline%20news/whats%20in%20your%20region/CoE%20cost%20of%20youth%20crime.asp

21 ‘Beyond Naturalisation: citizenship policy in an age ofsuper mobility’, Institute for Public Policy Research, March2008

22 Transport 2025 Vision (Nov 2006) Scenario Results, PublicTransport Boards 2006 to 2026, TfL Group Planning andPolicy Unit, November 2006

23 Passenger Boarding Projections 2006-16, TfL GroupPlanning and Policy Unit, 2007

24 Transport 2025: Transport vision for a growing world city,pp. 97-103. http://source.tfl/pdfs/T2025-new.pdf

25 Climate Change Action Plan (2007), page134http://www.london.gov.uk/mayor/environment/climatechange/docs/ccap_fullreport.pdf

26 http://www.hm-treasury.gov.uk/spending_review/spend_csr07/spend_csr07_index.cfm

27 Summary Transport Plan for the London 2012 Olympicand Paralympic Games (October 2007), Olympic DeliveryAuthority, page 6http://www.london2012.com/documents/oda-transport/tp-first-edition/tp-summary.pdf

28 ibid.

29 http://www.homeoffice.gov.uk/documents/crime-strategy-07/crime-strategy-07?view=Binary

Endnotes

1 The fourth priority – reduce the number of people killed orseriously injured in collisions resulting from criminal or ASBhas been amended at the request of the MPS, from2007/08. In 2007/08 the strategic priority was to reduce thenumber of collisions caused by criminal and ASB

2 TfL has also published a ten year Road Safety Plan (2001 –2011), setting out what must be done to create saferstreets for people through changing the street environment,improving enforcement and implementing education tochange road user behaviour. The Plan sets targets forcasualty reduction to be achieved by 2010

3 For a description of the TOCU review please refer to page30 ‘Achievements of 2007/08’ section

4 Currently BTP and MPS PCSOs have different powers. BTPPCSOs have full powers including powers to issue fixedpenalty notices, penalty notices for disorder (for ASB suchas playing music to the annoyance of others) and powers todetain persons

5 The 21 outer London boroughs with dedicated safertransport teams of 21 officers are Barking and Dagenham,Barnet, Bexley, Brent, Bromley, Croydon, Ealing, Enfield,Greenwich, Haringey, Harrow, Havering, Hounslow,Hillingdon, Kingston-upon-Thames, Merton, Newham,Redbridge, Richmond-upon-Thames, Sutton, WalthamForest

6 The creation of a workplace violence unit for LondonBuses, alongside the drive to increase confidence forreporting certain types of crime is likely to result in anincrease in the level of reported crime in 2008/09 comparedto 2007/08. Therefore the target is to maintain the rate on2007/08 rather than reduce

7 With the introduction of compulsory validation of Oystercards for 11 – 15 year olds from June 2008, and targetedRPI deployment against routes popular with children, tosupport this initiative and reduce ASB then the level of

recorded ticket irregularities is expected to increasesignificantly over the next 12 months

8 Measured on the bus system by the number of servicewithdrawals; London Underground/Dockland Light Railwayby service delays and disruption

9 Safety and security when travelling around London –Synovate November 2007

10 For strategic assessment purpose TfL uses crimeallegations rather than final classification

11 (2018, 8,011,147) GLA 2006 Round Population Projectionsand (2019, 8,076,700) ONS Revised 2004-based Subnational population projections

12 Comparison of population growth rate between inner andouter boroughs, GLA 2006 Round Population Projections

13 Tower Hamlets (41 per cent), Newham (33 per cent), andBarking & Dagenham (31 per cent). Southwark andGreenwich trail behind with 21 per cent. GLA 2006 RoundPopulation Projections

14 GLA 2006 round HLP High Demographic ProjectionsSource: GLA 2007, ‘Borough and Sub-regional Demographicprofiles 2007’, page 88http://www.london.gov.uk/gla/publications/factsandfigures/DMAG-Briefing-2007-13.pdf

15 GLA 2006 Round Ethnic Group Projections - RLP High

16 Inflation Report, Bank of England, May 2008

17 See ‘A flimsy fight back’, The Economist, 15 May 2008

18 Economic activity will increase in London by 12 per centbetween actual 2004 levels and projected figures for 2016Source: GLA 2007, ‘Borough and Sub-regional DemographicProfiles 2007’, page 88http://www.london.gov.uk/gla/publications/factsandfigures/DMAG-Briefing-2007-13.pdf

50


30 ‘Vision for cutting crime 2008-11 and key Public ServiceAgreements: What you need to know’ (2008), Home Office.http://www.crimereduction.homeoffice.gov.uk/crimereduction020a.pdf ; Community Safety Plan (2008)http://www.crimereduction.homeoffice.gov.uk/activecommunities/activecommunities088.pdf

31 JTAC threat assessment

32 http://www.londonprepared.gov.uk/

33 Section 17 of the 1998 Crime and Disorder Act wasamended by the 2006 Police and Justice Act to broaden therequirement to include anti-social behaviour, substancemisuse and behaviour that adversely affects theenvironment

34 ‘Cycle Theft in Great Britain’ K Bryan-Brown and T Savill1997 shows that 17% of cyclists had suffered a bicycle theftin the past three years, of these 24% no longer cycle at all,66% cycle less often.

35 Please see the glossary for a definition of bus-relatedcrime

36 The London Anti-Social Behaviour Strategy 2005-2008,Greater London Authority, 2005 http://www.london.gov.uk/mayor/crime/antisocial_behav.jsp

37 Hate crime offences reported to the MPS for the busnetwork is currently unavailable; it is anticipated to beavailable for future reports

38 The data provided is for personal injury road trafficcollisions that occurred on the public highway that werereported to the police in accordance with the Stats 19national reporting system.

Appendix A Glossary of terms

ASB - Anti-social behaviour is any behaviour thatis likely to cause alarm, harassment or distress.Behaviour that may be easily ignored on the streetcan be anti-social and intimidating within theconfines of public transport. ASB includesswearing; shouting; hostility towards otherpassengers; large dominant groups; littering;playing music out loud.

Broken Windows theory - George L Kelling andJames Q Wilson first developed the theory that‘just as the broken window left unattended is asign that nobody cares and leads to more brokenwindows, disorderly behaviour and conditions leftunattended are signs that nobody cares, leading tofear of crime, more serious crime and urbandecay’. This theory suggests that tackling minormisdemeanours and low-level crimes - such asgraffiti - deters further petty crime and ASB, andprevents more serious crime. ‘Broken windows’was the basis of the policing strategy used byChief William Bratton on the New York transitsystem in the early 1990s. It resulted in dramaticimprovements in both overall crime rates as wellas passenger and staff confidence.

Bus-related crimes - Data to define a crime as busrelated is retrieved from the MPS crime reportingsystem by using a specific query to retrieve theword ‘bus’ by searching various fields and byretrieving various transport related flags and venuecodes. This query was developed for intelligencepurposes, and as a result it can include non-busrelated crimes, for example taxi touting. Somecaution is therefore required with interpretation of

the accuracy of the data; due to the fact that it isa comprehensive search. However, when thesource data has been previously quality checked ithas been found that over 90 per cent of thecrimes retrieved directly involved the bus networkincluding crimes around bus stops. All the figuresfor bus related crime are not an exact count butthe best estimate using a complex query tointerrogate the crime reporting system and toprovide a consistent set of managementinformation figures for bus related crime acrossthe MPS.

Horizon Scanning - Horizon Scanning is theidentification of future trends, developments andevents, in our external environment that are liableto affect our business. Knowledge of such issueshelps to manage risks and opportunities (futuresthinking) and develop effective responses.

Section 17 - Section 17 of the Crime and DisorderAct 1998 places a duty on designated authoritiesin exercising their various functions to give dueregard to the likely effect on crime and disorderand do all that it reasonably can to prevent crimeand disorder. This duty was extended by thePolice and Justice Act 2006 to include giving dueregard to anti-social and other behaviour adverselyaffecting the local environment as well as themisuse of drugs in their area.

Signal Crimes theory - Martin Innes and NigelFielding’s research on signal crimes (2002) buildson elements of the Broken Windows theory andprovides the basis of the neighbourhood policingprogrammes. Signal crime theory suggests thatcertain incidents have a disproportionate impact

51


on peoples’ perception of risk and sense ofsecurity, and that they may alter their behaviour asa result. Innes’ research highlights the role of themedia in exacerbating fear of crime. This isparticularly relevant to TfL as the perception ofrisk and fear of crime acts a barrier for manypeople in using the transport system.

Thematic maps - Some wards are much largerthan others, so their colours can dominate athematic map. For example, Heathrow Villagesward in the Borough of Hillingdon is one of thelargest wards in the Greater London area. Whenthis ward is coloured thematically, it can artificallygive the impression of being much better or worsethan other wards because of its size.

Transport system - All means of travelling aroundLondon that TfL has some responsibility for, orsignificant influence over, including LondonUnderground, bus network, London Overground,Dockland Light Railway, Transport for London’sRoad Network or Red Route, the strategic roadnetwork, taxis and licensed private hire trade andtrams.

Vulnerable location - A vulnerable location is onewhich, on the basis of all the measures containedwithin the Composite Index (as discussed in theintroduction on page 21), scores more than 200and can therefore be considered more at risk. TheComposite Index fuses together numerousrelevant data sources to allow us to highlightgeographic areas of risk and susceptibility.

For more information on the strategic assessmentemail [email protected]

Date post:	25-Aug-2020
Category:	Documents
Upload:	others
View:	2 times
Download:	0 times

Community Safety Plan - Transport for Londoncontent.tfl.gov.uk/9-Community-safety-plan.pdf ·...

Documents